AVIATION FACTS and FIGU~RES...8 AVIATION FACTS AND FIGURES, 1956 The statistician would illustrate...

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AVIATION FACTS and FIGU~RES ~ . r \ ·, ,,

Fo Reference

'otto be taken from this room

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I

AIRCRAFT INDUSTRIES ASSOCIATION OF AMERICA, INC.

AVIATION FACTS

AND

RUDOLF MODLEY Cons ultnnt

FIGURES

1956

Compiled by

Edited by

BEN S. LEE

EDWARD B. HINCKS Stu tis tical A ss istant

Dil't:l'lor uf Puhli(!Ution s

AVIATION FACTS AND FIGURES, 1956 COPYRTGH 'l', 1956 BY

nincoln Press, Inc . • PUBLISHERS &.a ll41l NATIONAL PRESS BUILDING • WASHINGTON 4, D. C.

PREFACE

This is the fourth edition of 1\.viation Facts and Figures recording statistically and textually pertinent facts about United States air power,

military and civil, and the aircr,aft industry which designs and produces

aircraft and missiles in support of our nation's security and economy.

Today, and for the foreseeable future, air power is the dominant

factor of defense. The vast production potential of the aircraft industry is a prime national asset, and its products are great deterrents to a

potential aggressor. But, in no field is the necessity for advance planning more crucial than in the research and development of high performance aircraft and missiles, engines and electronic gear, needed to defend America.

Some of our aircraft travel faster than bullets; they carry equipment

that works faster than man's brain; they are powered by great engines that are marYels of scientific ingenuity and efficiency; they carry weap

ons whose destructive power staggers the im~gination; they carry tons of cargo safely at high speeds and over great distances.

Because of the ever increasing technical advances of aircraft as vehi

cles of commerce, as well as weapons of defense, public understanding

of aviation is of extreme importance.

The contents of this 1956 volume of Aviation Facts and Figures are

not works of original research. They represent a compilation of facts

gleaned from hundreds of sources in the world of aviation during the past year which have been considered of importance or interest.

It is hoped that this edition may serve as a standard aviation reference work of value to legislators, administrators and managers in government and industry, writers and editors, analysts and students.

President, Aircraft Industries Association D. c. RAMSEY, ADMIRAL, USN (RET.)

May, 1956

CONTENTS

PRODUCTION AND FACILITIES

fJABOR .

FINANCE

MILITARY .A YIATION

GUIDED MISSILES .

AIRLINES AND TRANSPORTATION

GENERAL UTILITY AVIATION

II ELI COPTERS

AIRCRAFT ExPORTS

TRAINING .

RESEARCH AND Dl':VELOPMENT .

SotTRCES

lNDEX .

/

4

15

25

32

44

50

67

74

80

88

93

98

101

The histo ry of aircraft bas been one of continuing increases in p erfo rmance and size with emphasis on speed, r ange and dependability. The modern aircraft, particularly in its military appli cation, is one of th e most hi ghly developed, and certainly among tb e most complex, instruments of power devised by human ingenuity.

With each new advance in aeronautical progress, new techniques, new methods, new tools and new processes, have been necessary . And usually t his progress ca n be measured by the necessity fo r, and intensity of, research and development effor ts into completely unexplored fi elcls of human knowledge.

D espite aeronautical achievrments beginning with the breathless instan t that Orville ·wright li fted his frail craft for twelve seconds from Kill D evil Hill , December 17, 1903 , plus the prophetic warn ings of a few far sighted men, it wasn't unt il vVo rld War II that the f ull mi li tary signifi cance of the a irpl ane was reali zed. Ai t· power emerged as the dominant and decisive facto r of any conflict in t he " 'rseeable future.

It: prowess for ra ng in g hig·h across the natural barri ers of ear th and

4

. - -- - -= -- -= - -- --, - ,. . •

- ' ~ ltl ,,, ". ' - - ,' "'' ~ ,.. --~ -- ' . J·-=~---'-. · ~~~·~ " ' .... "' - -- -- - ~ i' --~~-- -~~---- ~- ~ ;;"·" - • " : - -~ - ,_ - -- _-J~= ~ ,_- "" - • " - ,. _ - -~c -~ ~- -_ -1,- ~ ~~,- --: , -- ~ ~~=- J ~= -:: -:-~ - +~~ -:c .; . • -- ;c . ' - -• • . ' .

... -..

. ,, . ...

. ' .

. ~ .

. •

6

Year

1909 1910 1911 1912 1913

1914 1915 HHti 1917 1918

1919 1920 1921 1922 1923

1924 1925 1926 1927 1928

1929 1930 1931 1932 1933

AVIATION FACTS A:ND FIGURES, 1956

U. 8. AIRCRAFT PRODUCTION

1909 TO DATE

(Number of"'aircraft)

TOTAL Military

N.A. 1 N.A. -1:-J.A. 11

45 16 43 14

49 15 178 26 411 142

2,148 2,013 14,020 13,991

780 682 328 256 437 389 263 226 743 687

377 317 789 447

1,186 532 1,995 621 4,346 1,219

6,193 677 3,437 747 2,800 812 1,396 593 1,324 466

(Continued on next page)

Civil

N.A. N.A. N.A.

29 29

34 152 269 135 29

98 72 48 37 56

60 342 654

1,374 3,127

5,516 2,690 1,988 ~03 858

atmospheric elements of storm, heat and cold, has made imperative a Htartling reassessment of roles and mission of armies and navies.

Development of the atomic bomb during World War II and the fr·ightful message it carried to the world via Nagasaki has left little doubt in the minds of men as to the totality of destruction that could be wreaked by aircraft-manned or unmanned-in future conflict.

Since that time, an evl:'n more fearful Wl:'apon has been dl:'vised, the thermom1Cll:'ar bomb. It is difficult for the human mind to grasp the dl:'struetive threat of this weapon except by statistical .·omparison. In World War II, a typical "heavy" bomber carril:'d a four-ton bomb load.

~

Year

1934 1935 1936 1937 1938

1939 1940 1941 1942 1943

1944 1945 1946 1947 1948

1949 1950 1951 1952 1953 1954 1955

N.A.-Not available. E Estimate.


U. S. AIRCRAFT PRODUCTION

1909 TO DATE (eont'd) (Number of aircraft)

TOTAL Military

1,615 437 1,710 459 3,010 1,141 3,773 .. 949 3,623 1,800

5,856 2,195 12,804 6,019 26,277 19,433 47,836 47,836 85,898 85,898

96,318 96,318 49,761 47,714 36,670 1,669 17,717 2,100 9,586 2,284

6,089 2,544 6,520E 3,000E 7,877E 5,400E

12,509E 9,000E 15,134E ll,OOOE 12,989E

I 9,600E

13,153E 8,400E

Sources: 2, 3, 9, 17, 23, 32, 34, 47, 75, 82.

Civil

1,178 1,251 1,869 2,824 1,823

3,661 6,785 6,844 --

-2,047

35,001 15,617 7,302

3,545 3,520 2,477 3,509 4,134 3,3R9 4,753

AIRFRAlllE 'WEIGHT OF U. 8. :i\hr,ITARY PLANER, BY TYPE, 1944 AND 1955

(Pounds)

Type

Heavy bombers ................... . Medium bombers ................. . Light bombers ................... . Fighters-day .................... . Fighters-all weather. . . . . . . . . . .. .

Heavy transports ................. . Medium transports ............... . Light transports .................. . Trainers ......................... .

Sourees: 2, 7.

1944

49,000 10,100-24,700 7,800-14,700

5,000 10,000

20,100-61,800 7,800-16,400 2 ,300- 3 ,800

600-16,800

1955

115,000 55,000 25,000

8,000- 12,000 12,000- 20,000

55,000-100,000 30,000- 55,000 20,000- 30,000 1,500- 22,000

7

8 AVIATION FACTS AND FIGURES, 1956

The statistician would illustrate this by representing a one-inch cube as equalling one ton of bombs. The bomb load of the W.orld 'Var II "heavy" then, was a four-inch hign stack of cubes. Statistically, the Nagasaki atomic explosion would be represented by a stack of one-inch cubes sixteen hund1·ed and sixty-six feet high. The thermonuclear bomb of today is represented by a stack of one-inch cubes SIXTY THREE MILES HIGH.

With such weapons ·available, not only to this country but to our principal adversary, it follows logically that decisive actions in another major conflict would almost certainly come at once. Another war could no longer be won, as was the case in the last two great wars, by the intervention of forces, mobilized, armed and deployed months after the outbreak of war.

A strong aircraft industry, then, is the key to the security of Amer· ica. While civil aviation production provides a large measure to the productive economy of the United States, indeed to the world, that production still represents only a small percentage of the industry's annual output. The military annual purchase of aeronautical products accounts for between 85 and 90 per cent of the industry's annual volume. As a result, the principal difficulties that have beset the industry in its halfcentury of history have resulted from fluctuations between peak producion efforts in wartime and dramatic cutbacks in peacetime.

Today, the manufacture of aircraft in itself is a costly operation, not counting the cost of the plane, the missile, the great engines, etc. For example, for each pound of empty aircraft weight produced, the aircraft industry consumes approximately two pounds of aluminum, two pounds of steel alloy, and four pounds of carbon steel. These tremendous quantities consumed by the industry include also the metals that go into thP power plant, fixed equipment, spare parts, jigs and dies, and scrap.

Production Facilities

The expansion of the aircraft industry which followed the outbreak of the Korean War, is largely complete. While the 1950 buildup required a broad-scale expansion of aircraft production facilities-land, buildings, machinery and equipment-the job, though difficult, fortunately was made easier because of the immediate experience drawn from World War II, only a decade earlier.

There were considerable facilities still in ''stand-by'' status dating from the global war. However, a substantial number of these had been made obsolete by technological advances in the physi, 'll sciences embraced by the aircraft industry.

Despite the fact that in 1950 we were producing less aircraft per

PRODUCTION AND FACILITIES 9

SALJ<:S <H' MANm'ACTURERS OF COMPLETE AIRCRAFT, AIRCRAFT ENGINES,

PROPELLERS AND pARTS 1948 TO DATE

(Millions of Dollars)

Complete Aircraft Aircraft Engines Aircraft Propellers Other and Parts and Parts and Parts Prod-

To-Year TAL u.s. To-

Mili- Other To-

TAL TAL tary

------------194811 $1,158 $ 748 $ 626 $122 $ 265 1949 1,781 1,098 927 171 508 1950 2,274 1,416 1,255 161 583 1951 3,456 1,883 1,657 226 879 1952 6,497 3,897 3,442 455 1,609 1953 8,511 5,179 4,661 518 2,378 1954 8,305 5,226 4,626 6001 2,0621 1955 8,470 5,164 4,605 559 1,933

• Total for lost three quarters of 1948 only.

Source: 25.

u.s. To-Mili- Other tary

TAL

------$ 222 $ 43 $ 48

461 47 62 519 64 75 779 100 110

1,440 169 148 2,189 189 203

1,8721 190 1831 1,728 205 134

u.s. Mili- Other tary ----$ 36 $12

50 12 62 13 89 21

122 26 176 27 151 32 112 22

ucts and

Serv-ices --

$ 97 113 200 584 843 751 83

1,23 4 9

month than we were in 1940, the floor space required for aircraft production had increased greatly. In June, 1950, approximately 60 million square feet were being used in the manufacture of aircraft as compared to just under 10 million square feet in 1939.

Overall floor space available for the manufacture of jet fighters, bombers, guided missiles and civilian aircraft of all types, is approximately 131.3 million square feet-about twice that used in 1950. The cost value, before depreciatiol'l., of facilities devoted to aircraft and related production by 12 major aircraft compani«.>s is approximately one billion two hundr«.>d and eighty-two million dollars. About one-thit'd is t•ompany-own<'d facilities, the balance is government owned:

'l'O'f AL ____ _ __

Company-owned ___ _

Government-owned

Cost Value of Facilities before Depreciation

( l\l illions of Dollars) Percent

$1,281.7 100.0% 385.9 30.1

895.8 69.9

10 A VIA'l'ION FAC'l'S AND FIGURES, l!lil6

CONSUMPTION OF SELECTED MATERIALS BY AIRCRAFT AND pARTS INDUSTRY 1947-1953

(Short Tons)

All Aircraft and Year Metal-working

Industries Parts Industries

CARBON STEEL 1947 36,411,380 22,934 1949 36,707,265 51,279 1950 43,025,011 72,474 1951 47,381,914 120,608 1953 44,104,294 327,942

STEEL ALLOYS 1947 2,670,257 24,017 1949 2,789,855 41,464 1950 3,853,858 53,716 1951 4,563,142 112,672 1953 4,041,774 137,754

ALUMINUM 1947 461,001 33,936 1949 460,315 40,098 1950 712,233 59,884 1951 662,844 116,529 1953 846,793 164,137

COPPER AND COPPER-BASE ALLOYS 1947 1949 19!50 1951 1953

N.A.-Not available.

Source: 22.

942,902 1,027,118 1,334,222 1,393,821 1,159,787

326 N.A. 3,102 9,705

10,554

Aircraft and Part11 As Percent of

All Metal-working ---

.1

.1

.2

.3

.7

.9 1.5 1.4 2.5 3.4

7.4 8.7 8.4

17.6 19.4

.1 N.A.

.2

.7

.9


VAI,UE OF AIRCRAFT AND PARTS PRODUCED

1914 TO 1939 (Thousands of Dollars)

Value of Value Added

11

Cost of Materials, Supplies, Fuel, Date by

Products Manufacture Purchased Electric Energy, etc.

1914 $ 790 $ 656 $ 134 1919 14,373 7,246 7,127 1921 6,642 4,235 2,407 1923 12,945 9,116 3,829 1925 12,525 9,665 2,870 1927 21,162 13,645 7,517 1929 71,153 43,785 27,368 1931 40,278 27,177 13,101 1933 26,460 18,503 7,957 1935 45,347 30,986 14,361 1937 149,700 93,144 56,556 1939 279,497 183,247 96,250

Source: 2, 20.

SALES BY MANUFACTURERS OF COMPLETE AIRCRAFT, AIRCRAFT ENGINES AND PARTS

Year

1947 1949 1950 1951 1952 1953 1954 1955

E Estimate. N.A.-Not available. Sources: 22, 69.

1947 TO DATE

(Thousands of Dollars)

Sales

Aircraft, Engines, TOTAL Propellers and

Parts Only

$1,200,000E $1,100,000 1,781,000 1,668,000 2,274,000 2,074,000 3,456,000 2,872,000 6,497,000 5,654,000 8,511,000 7,760,000 8,305,000 7,471,000 8,470,000 7,231,000

Value Added By Manufacture

Aircraft, Engines, Propellers and

Parts

$ 883,826 N.A.

1,405,559 2,346,639 3,727,816 4,556,276 4,460,000E 4,480,000E


AIRCRAFT ENGINE PRODUCTION, 1917 TO DATE

Year

1917-1919 1926 1927 1928 1929

1930 1931 1932 1933 1934

1935 1936 1937 1938 1939

1940 1941 1942 1943 1944

1945 1946 1947 1948 1949

1950 1951 1952 1953 ]954 1955

N.A.-Not avaUable. E Estimate. R Revised estimate.

"

TOTAL

N.A. .. N.A. N.A. 3,252 7,378

3,766 3,776 1,898 1,980 2,736

2,965 4,237 6,084 N.A.

11,172

30,167 64,681E

138,089E 227,116 256,911

111,650E 43,407 21,159 N.A. N.A.

N.A. N.A.

31,382R 41,147R 27,519R 20,639E

Sources: 2, 8, 20, 28, 24, 34, 47

Military

44,453 842

1,397 2,620 1,861

1,841 1,800 1,085

860 688

991 1,804 1,989 N.A. N.A.

22,667 58,181

138,089 227,116 256,911

109,650 2,585 4,808 N.A. N.A.

N.A. N.A.

26,QQQR 34,5QQR 22,QQQR

I 13,0QQE

Civil

N.A. N.A. N.A.

632 5,517

1,925 1,976

813 1,120 2,048

1,974 2,433 4,095 3,80QE N.A.

7,500E 6,500E ---

2,000E 40,822 16,351 9,032 3,982

4,314 4,580 5,382 6,647 5,519 7,639

PRODUCTION AND FACILITIES 13

PURCHASES FROM .SMALL BUSINESS BY A TYPICAL AIRCRAFT INSTRUMENT

AND GuiDED MrssrLE CoNTROL MANUFACTURER

July-December 1955


Total Purchases from Unaffiliated Concerns. _______________________ $34,044.5 From Small Business"--------------------------------------------·------- 12,452.3 From Large Business________________________________________________ 21,592.2

• Small Business concerns are those having less "than 500 employees. .._

Percent

100.0 36.6 63.4

(A company designing and produeing commercial instruments and controls for maritime and aeronautical use, and designing and producing for the Armed Services guided missiles, gunfire control systems, and radar an<l na\·igutionnl systems.)

Source: 93.

Lead Tim.e for Prod1tction

• The production of aircraft, following research and development and ultimate decision to produce, involves thousands of inter-related actions and months of time in assembling needed parts, materials and components. Some elements of production time are virtually irreducible; others already have been shortened by the aircraft industry through continuing advances in manufacturing techniques.

This very complexity of the aircraft manufacturing process is, perhaps, the prime factor in the time consuming operation in the production of an aircraft. This nation's latest heavy jet bomber, for example, upon which the United States Air Force will spearhead its strategic air capability for the next several years, took nine years incubation from

FLOOR SPACE OF AIRFRAllE, ENGINE AND PROPELLER FACILITIES, 1939 TO DATE

(Millions of Square Feet)

Date TOTAL Airframe Engine Propeller -

Jan. 1, 1939 ............ 9.5 7.5 1.7 .3 Jan. 1, 1940 ............ 13.1 9.6 3.0 .5 Jan. 1, 1941. ........... 25.5 17.9 6.5 1.1 Jan. 1943 .............. 117.1 77.5 31.8 5.2 Dec.1943 .............. 175.0 110.4 54.2 6.8

Dec. 1944 .............. 167.4 103.0 54.9 7.9 1947 (estimate) ......... 54.1 39.0 13.5 1.6 1950 (estimate) ......... 63.5 47.5 14.0 2.0 June 30, 1952 .......... 122.8 82.3 38.4 2.1 June 30, 1953 .......... 135.8 91.1 42.1 2.6 Sept. 30, 1954 .........

1 127.5 91.0 3::1.7 3.8

Dec. 31, 1955 ......... 131.3 96.5 32.1 2.7 I

Sources: 2, 4, 14, 76.

''


drawing board OJ(. to first production roll out:· The time factor involved in the production of a modern military war

plane, among others, includes: (a) the time required for military experts to establish strategic requirements and to translate these requirements into performance specifications, (b) thEl time required for design competitions and for contract awards, (c) the time to build experimental models and test them, (d) the time to prepare the production plan-a project that requires knowledge of the production time needed for each of the thousands of parts and materials that go into the finished aircraft and, (e) the .. time required to test, analyze, and sometimes modify, the first production aircraft.

However, recent technological breakthroughs along all aeronautical fronts-engines, aircraft, missiles, electronics, etc., have made imperative the construction of huge new research and development facilities as well as facilities for production. Much of this expansion, in widely dispersed areas of the nation, is being undertaken by the industry as rapidly as proper reinvestment of its funds can be made.

U. S • .Am.FRA.liiE WEIGHT PRODUCTION, 1939 TO DATE

Weight in Millions of Pounds (Excluding Spares) Year

TOTAL Military Civil

1939 ' 12.5 ~0.1 2,4E 1940 27.8 •23.1 4.7E 1941 86.1 81.4 4,7E 1942 275.9 275.9 -1943 654.7 654.7 -1944 962.4 962.4 -1945 542.2 540.5 1.7 1946 38.4 12.9 25.5 1947 29.3 11.4 17.9 1948 35.3 25.2 10.1

1949 36.5 29.8 6.7 1950 4l.OR 35.0R 6.0 1951 55.0E 50.0E 5.0 1952 117.3R lOS.OR 9.3 1953 151.4R 14l.OR 10.4 1954 140.5R 130.0R 10.5 1955 124.2E 114,0E

I 10.2

EEstimate. R Revised estimate. Sources: 2, 28, 8,, 86, ,8,

Employment in t he aircraft industrY durin ()' 1955 was cha racterized by its stability , a direct r esult of the ;nilitary.,policy of pr ocuring air

craft on the basis of th e "long pull in an ag·e of peril. "

A r erag:e monthly empl oym eut in the imlnstr,\· was 750,900 workers compared \rith 768,100 employe(} in 1954. 'l'h e a ircraft industry today

is t he seeond largest manufacturing empl o.n• r in the 1 . S.

The aircraft inclustr? his toricall.\· has been subj l'ct to violent fluctuat ions in its number of employees. During ·w orl d 'vVar II , more Americans \\·o rkecl to build military aircraft than lt ad been engaged in any other singl e manufactu ring· effort in history. Th e industry rose f rom 41st amon g T . S . emplo~· e rs at th e beginning of \Yorl (l \Va r II to first \r ith 1,3-1-2,500 \YOrkers elllploy ed di r ect ly by a in:raft ntanufacturers at the end of J !)43 and an additi onal 650,000 r mploye d by subco ntracto rs a nd suppli ers. At th e end of \Vo rl<l \Var II, inclt tst ry r ntpl oy nt r n t had

slumped to 219 ,100.

A ircraft industry empl oyment start ed a slow di111b in 1!:!48 when Congress app ropri ated fun ds fo r a 70-gronp Air Force and a propor-

15

16 AVIATION FACTS .:\ND FIGURES, 19ii6

tionate buildup of strength· in Naval air power. In June. 1950, North Korean Communists struck across Korea's 38th Parallel and for the second time in a decade the aircraft industry was called upon to produce, in great urgency, large quantities of modern aircraft. This triggered a substantial manpower recruitment program. Employment in 1951 spurted to 463,600 workers and substantial increases were made each following year until the number started to level off in 1955.

The aircraft industry did not experience any critical shortage of workers during the Korean buildup, with the notable exception of employees in the highly skilled categories-scientists, engineers, technicians and craftsmen. Shortages in these categories have grown steadily more critical. Approximately 9 per cent of the total employees in the aircraft industry are engineers, compared with 4 per cent during World

AVERAGE HOURLY EARNINGS IN AIRCRAF'.C AND PARTS PLANTS

1939 TO DATE

Monthly Average

TOTAL for the Year

1939 N.A. 1940 N.A. 1941 N.A. 1942 N.A. 1943 N.A.

1944 N.A. 1945 N.A. 1946 N.A. 1947 $1.38 1948 1.49

1949 1.57 1950 1.64 1951 1.79 1952 1.90 1953 2.00 1954 2.08 1955 2.17

N.A.-Not available.

Sources: 69, 70.

(Includes Overtime Premiums)

Aircraft Aircraft Engines

(Airframes) and Parts

---~

N.A. $0.83 N.A. .83 N.A. 1.00 N.A. 1.21 N.A. 1.26

N.A. 1.31 N.A. 1.28 N.A. 1.34 $1.36 1.41 1.47 1.55

1.55 1.60 1.62 1.70 1.75 1.89 1.87 1.98 1.99 2.03 2.08 2.09 2.17 2.17

Aircraft Other

Propellers Aircraft

and Parts Parts and Equipment

N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A.

N.A. N.A. N.A. N.A. N.A. N.A. $1.44 $1.41 1.57 1.55

1.63 1.61 1.73 1.70 1.93 1.80 2.05 1.88 2.05 1.99 2.09 2.08 2.18 I 2.17

LABOR 17

EMPLOYME NT I N THE AIR CRAFT AN D PARTS I NDUSTR Y, 1939 '1'0 D ATE

(Thousands of Employees)

Monthly Aver-age for the Year

1939 1940 1941 1942 1943

1944 1945 1946 1947 1948

1949 1950 1951 1952 1953 1954

I 1955

N .A.- Not avail able. Sources : 6 9, 70.

TOTAL

63.2 148.6 347 .1 831.7

1,345.6

1 ,296.6 788.1 237.3 239.3 237.7

264.1 281.8 463 .6 641.6 779 .1 768.1 750.9

I Aircraft

(Air-frames)

45.1 101.8 234.6 549.6 882 .1

815.5 489 .9 159.0 158.5 158.0

175.3 188.4 313.3 413 .9 472.4

I

473.4 482.2

I

Aircraft Aircraft Other Aircraft Engines and Propellers Parts and

Parts and Parts Equipment

11.3 N.A. N.A. 31.4 N.A. N.A. 75 .3 N.A. N.A.

192.0 N.A. N.A. 314 .9 N.A. N.A.

339.7 N.A. N.A. 210 .9 N.A. N.A.

49 .9 N.A. N.A. 50.1 7.8 23.0 48.6 7.7 23.3

53.5 8 .2 27 .0 55.8 8.3 29.3 90.8 10.8 48.8

134.7 14.0 79 .1 174.7 17.7 114.2 158.9 15.9 119.9 145.6 13.7 109.4

18 AVIA'l'ION FACTS AND FIGURES, 1!l:i6 "

War II. 'fhe aircraft industry employs ll<'arly 10 per cent of the total research and development pe:sonnel employed by American industry

as a whole. The decline in number of engineering graduates has produced an

intense competition in U. S. industry for these talents. In 1949, about 47,000 engineers were graduated from U. S. schools. In 1955, the engineering schoels graduated only 20,000, at a time when more and more engineers were needed to design, develop and produce today 's hig-hly complex aircraft and missiles.

In 1955, the average worker in the aircraft industry worked 41.3 hours per week, and his weekly earnings were $89.62-about $4.55 per week more than his 1954 wage. In most cases, rate of pay is based upon a job classification analysis which sets a rate-range for each of the

AVERAGE WEEKLY EARNINGS IN AIRCRAFT AND PARTS PLANTS

1939 TO DATE

(Includes Overtime Premiums)

Monthly Aircraft Aircraft Other

Average for TOTAL Aircraft Engines Propellers Aircraft

the Year (Airfra~<Js) and Parts and Parts Parts and Equipment

1939 N.A. N.A. $36.93 N.A. N.A. 1940 N.A. N.A. 38.82 N.A. N.A. 1941 N.A. N.A. 47.65 N.A. N.A. 1942 N.A. N.A. 60.14 N.A. N.A. 1943 N.A. N.A. 61.24 N.A. N.A.

1944 N.A. N.A. 62.68 N.A. N.A. 1945 N.A. N.A. 55.34 N.A. N.A. 1946 N.A. N.A. 55.66 N.A. N.A. 1947 $54.98 $53.99 56.30 $59.68 $56.50 1948 61.21 60.21 63.40 62.13 63.59

1949 63.62 62.69 65.24 66.83 68.08 1950 68.39 67.15 71.40 73.90 70.81 1951 78.40 75.78 85.81 89.17 78.66 1952 81.70 79.66 86.92 92.25 81.22 1953 83.80 82.19 87.29 90.69 85.17 1954 85.07

I 85.07 85.06 85.0 0 85.70

1955 I 89.62 89.40 88.97 I 82 .... ) 90.49 I

N.A.-Not available.

Sources: 69, 70.

LABOR 19

LABOR TURNOVER IN THE AIRCRAFT AND PARTS INDUSTRY, 1950 TO DATE

" (Rates per 100 Employees per Year)

Aircraft Aircraft Other

Total Aircraft Engines Propellers Aircraft (Airframes) and Parts and Parts Parts and

Date Equipment

Acces-Sep-

Acces-Sep-

Acces-Sep-

Acces-Sep-

Acces-Sep-

ara- ara- ara- ara- ara-sions tions sions tions sions tions sions tions sions tions

------------------1950 62.8 33.8 67.2 37.1 48.2 21.3 32.0 17.6 59.6 27.6 1951 94.8 50.0 97.5 52.4 86.9 39.6 52.7 27.6 89.6 44.5 1952 63.1 45.9 64.1 49.0 60.1 40.8 49.1 25.1 65.3 41.3 1953 47.5 42.7 47.2 42.7 47.4 43.2 33.2 28.3 52.7 47.8 1954 28.2 31.8 28.2 29.5 21.6 36.3 13.1 41.7 33.0 37.1 1955 33.1 29.8 38.0 27.4 30.7 28.8 22.7 38.2 43.3 52.5

E Estimate. Sources: 2, 69, 70.

AVERAGE WEEKLY HOURS IN AIRCRAFT AND PARTS PLANTS 1939 TO DATE

Monthly Average for TOTAL

the Year

1939 N.A. 1940 N.A. 1941 N.A. 1942 N.A. 1943 N.A.

1944 N.A. 1945 N.A. 1946 N.A. 1947 39.9 1948 41.0

1949 40.6 1950 41.6 1951 43.8 1952 43.0 1953 41.9 1954 40.9 1955 41.3

Sources: 69, 70. "i.A.-Not available. tlourcea: a. 89, '70.

Aircraft (Airframes)

N.A. N.A. N.A. N.A. N.A.

N.A. N.A. N.A. 39.7 41.1

40.5 41.4 43.3 42.6 41.3 40.9 41.2


Engines Propellers Aircraft

and Parts and Parts Parts and Equipment

44.6 N.A. N.A. 46.6 N.A. N.A 47.6 N.A. N.A. 49.7 N.A. N.A. 48.6 N.A. N.A

47.7 N.A. N.A. 43.2 N.A. N.A. 41.6 N.A. N.A. 39.9 41.5 40.1 40.9 39.7 41.0

40.7 41.0 40.0 42.1 42.4 41.7 45.4 46.2 43.7 43.9 45.0 43.2 43.0 41.9 42.8 40.7 39.4 41.2 41.0 41.6 41.7

20 AVIATION FACTS AND FIGURES, l9;:iG

AIRCRAFT AND TOTAL MANUFACTURING EMPLOYMENT, 1914 TO D ATE

Aircraft Total Aircraft as Year or Month Employment Manufacturing Percent of Total

Employment Manufacturing (in thousands)

--------1914 .2 7,514 1919 4.2 9,837 1921 2.0 7,557 1929 18.6 9,660 .2 1933 9.6 6,558 .2 1939 64.0 9,527 .7 Dec. 1941. .. . . . .. .. .. .. 423.0 13,817 3 .1 Nov. 1943 ....... .. .... 1,342.5 17,858 7.5 Aug. 1945 .. . . .. .. . .. . .. 351 .4 15,343 2.2

Including subcontractors D ec. 1941 .. . .. . .. .. 567.0 13,817 4 .1 Nov. 1943 .. . . .... . 2 ,101.6 17,858 11.8 Aug. 1945 .. .. .... . . 519.9 15,343 3.4

1948 237.7 15,321 1.6 1950 281.8 14,967 1.9 1953 779.1 17,238 4.5 1954 768.1 15,989 4.8 1955 773.3 16,!152 4.5

• L ess than .05 percent.

Sources: 19, 20, 34, 69, 70.

I.ABOR

S.ALARIES AND wAGES IN THE AIRCRAFT INDUSTRY

1914 TO DATE

-

Year TOTAL

1914 $ 196 1919 6,908 1921 3,235 1923 6,160 1925 N.A.

1927 9,146 1929 31,448 1931 N.A. 1933 13,824 1936 21,475

1937 46,867 193711 N.A. 1939 108,286 1947 703,693 1949 956,189

1950 1,132,017 1951 2,102,913 1952 3,140,534 1953 3,941,133 1954 4,000,0QOE 1955 4,150,0QOE



I Wages of Salaries Production

Workers

$. 61 $ 135 2,001 4,907 1,033 2,202 1,638 4,522 N.A. 4,222

2,289 6,867 9,524 21,924 N.A. 15,481

3,616 10,308 6,582 14,893

13,514 33,363 N.A. 43,827

30,798 77,488 227,396 476,297 311,821 644,368

371,773 760,244 642,821 1,460,092

1,003,510 2,137,024 1,301,286 2,639,847 1,400,000Fl 2,600,0QQE 1,600,0QOE 2,550,000E

21

Average Weekly

Earnings

$15.45 26.63 30.36 29.97 30.06

29.82 28.66 30.16 25.36 25.16

26.72 27.74 30.56 56.33 62.98

69.12 77.42 81.05 84.50 85.78E 90.37E

"This line and all following lines include data for aircraft engine manufacturers which are not available for prior years.

Sources: 2, 19, 20, 22.

thousands of different jobs existing in the industry. Employees can advance within the rate-rangE-s through merit or length of service, or both.

Most aircraft industry employees receive a paid vacation and other fringe benefits such as seven or eight paid holidars per year, insurance, hospitalization benefits and pension plans.

Most of the aircraft industry is organized by labor. Most workers are affiliated with the International Association of Machinists (which entered the aircraft industry in 1934) or the United Automobile Workers (which received a charter covering aircraft workers in 1937).

22 AVIATION li'ACTS AN D FIGURES, 1956

PRODUCTION WORKERS IN THE AIRCRAFT AND PARTS I N DUSTRY

1939 TO DATE

Monthly Average for TOTAL

the Year

"

1939 49.2 1940 117.0 1941 275.9 1942 669.0 1943 1 ,080.4

1944 1,006.9 1945 585.0 1946 159 .5 1947 175.1 1948 173 .6

1949 194 .7 1950 206.4 1951 341.9 1952 483.5 1953 568.7

1954 544.3 1955 513.9

Sources : 69 , 70. N.A.- Not available. Sources: 2, 69, 70.

(Thousands of Production Workers)


Aircraft Engines Propellers Aircraft

and Parts and Parts Parts and Equipment

34 .5 9.5 N.A. N .A. 78 .4 26.6 N.A. N.A.

181.9 65.2 N .A. N.A. 429.5 168.8 N.A. N.A. 685.0 279.8 N .A. N.A.

609.8 291.4 N.A. N .A. 356 .7 165.5 N.A. N.A. 111.8 34 .1 N .A. N.A. 116.1 36.6 5.1 17 .2 116.1 35 .0 5.1 17.3

130.8 38.6 5.5 19 .8 138.9 40.0 5.5 22.1 232.3 63.7 7.6 38.3 311.6 98.8 10.4 62.7 343.0 124.7 13.3 88.0

333.8 108.8 11.3 90.5 330.0 94.5 9.3 80.1

..

LABOR 23

WORK-INJURY RATES FOR THE AIRCRAFT AND ALL MANUFACTURING INDUSTRIES 1939 TO DATE

Aircraft Industry Aircraft Parts Industry All Manufacturing

Year -Injury- Severity Injury- Severity Injury- Severity Frequency Ratesa Frequency Ratesa Frequency Ratesa

Ratesa Ratesa Ratesa

1939 12.9 1.9 b b 14.9 1.4 1940 15.8 1.3 b b 15.3 1.6 1941 10.4 1.4 b b 18.1 1.7 1942 11.4 0.7 9.5 0.9 19.9 1.5 1943 9.7 0.7 11.7 0.8 20.0 1.4

1944 8.8 0.6 10.1 0.6 18.4 1.4 1945 9.4 1.2 10.6 1.7 18.6 1.6 1946 5.2 0.8 13.7 2.1 19.9 1.6 1947 4.8 0.7 11.1 0.6 18.8 1.4 1948 4.9 0.8 10.2 0.8 17.2 1.5

1949 4.3 1.0 9.2 1.0 14.5 1.4 1950 4.0 0.9 5.9 0.6 14.7 1.2 1951 4.5 0.6 7.1 0.9 15.5 1.3 1952 3.7 0.3 6.7 0.4 14.3 1.3 1953 3.8 0.6 6.3 0.5 13.4 1.2 1954 3.2 0.7 5.8 0.5 11.9 1.0 1955 2.7 N.A. 4.9 N.A. 12.1 N.A.

N.A.-Not available. a The injury frequency rate is the average number of disabling work injuries for each million

employee-hours worked. The severity rate is the average number of days lost as a result of disabling work injuries for

each 1,000 employee-hours worked. The computations of days lost include standard time charges for fatalities and permanent disabilities.

& Included with "Aircraft." Sources: 68, 74.

WOMEN EMPLOYEES IN THE AIRCRAFT INDUSTRY, 1942 TO DATE

Date

Jan. 1942 ................ . Nov. 1943 ............... . Oct. 1947 ................ . Sept. 1949 ............... . Sept. 1950 ............... .

Sept. 1951 ............... . Sept.1952 ............... . Sep~1953 .............. . Sept.1954 ............. . Oct.1955 .............. .

Sources: 21, 69, 70, 71.

Number (thousands)

23.1 486.1

28.5 33.3 36.2

88.6 117.9 133.4 132.3 118.4

Percent

5.0 36.7 11.8 12.5 12.4

17.7 18.0 17.6 .16.6 15.7

24 AVIA'riON FACTS AND FIGURES, 195(}

WORK STOPPAGES IN THE AIRCRAFT AND PARTS INDUSTRY 1927-TO DATE

-Year Number of Strikes

1927-1933 1934 1935 '"

1936 1937 1938

1939 1940 1941 1942 1943

1944 1945 1946 1947 1948

1949 1950 1951 1952 1951$ 1954

' N.A.-Not available. Sonrce: 67.

..

4 4 1

-6

N.A.

2 3

29 15 60

103 85 15 10 8

10 18 29 44 31 11

Number of Man-Days Workers Involved Idle in Year

1,153 18,965 3,207 111,048 1,700 6,800 f- -9,390 90,964

N.A. N.A.

1,263 85,419 6,270 36,402

28,422 112,549 6,584 12,416

52,481 130,112

189,801 386,371 150,200 581,000 21,300 557,000 3,520 67,900

21,400 1.100,000

10,300 451,000 23,900 145,000 48,800 765,000 81,000 927,000 57,800 1,350,000 6,350 .171,000

GEOGRAPHICAL DISTRIBUTION OF EMPLOYMENT IN THE AIRCRAFT AND PARTS INDUSTRY, 1939 TO DATE

(In Percent of Totals)

Date TOTAL East Coast Central West Coast -----

1939 ...•...•••. 100.0 54.5 4.5 41.0 Nov.1943 ....... 100.0 30.8 43.5 25.7 June1950 ...... 100.0 32.0 28.8 39.2 Feb.1953 ....... 100.0 29.3 40.1 30.6 June1954 ...... 100.0 31.0 34.4

I 34.6

June 1955 ...... 100.0 29.2 33.9 36.9

Sonrc~s: 20, 34, 66

,,

The aircraft industry has aehie,·ed an established pos1tion in American industry. It has become one of the nation 's largest employers, and attracted and developed individuals of the hi ghest technical and adm inistrative talents. It has contributed significantly to the planning and molding of th e national defense.

'rhis stature and maturity was not easily achieved. On the contrary, though the n eed particularly for financial stabi lity has been manifest throughout its history, it was not always perceived by its prime customer, the government.

'l'oday 's aircraft and missiles are enormously expensive because they are r evoLutiona1·y in design, incredibly int?"':cate in construction and almost mi1·acnlons in performance. 'rhey have become so because of the frightful threat of the air-atomic age in which we live.

Because of the great exp ense in the provisioning of U. S. air sup eriority , the aircraft industry and the military services iudependently and cooperatively are strivin g to eliminate in effici ency and to promote sav ings. In this regard, only th e most capable and imaginative managers can bring significant improvements in quality and effi ciency to t he science and art of aircr aft and missile production . As a r esult, the aircraft indnstry-indeed all industry-attempts to attract and r etain through various incentives personnel of top caliber. 'ro ignore top talent, or to

26 AVIATION FACTS AND FIGURES, 1956.

''make-do'' with less, threatens second rate air weapons performanee and invites disaster to the national security.

The aircraft manufacturing industry, in financial parlance, is a "contracting industry" and is capitalized accordingly. This requires that the capitalization of companies ( 1) provide the credit stability and financial strength needed to support a high volume of sales, and yet (2) avoid the costly burden of over-capitalization during the prolonged periods of low volume.

Furthermore, as is the case with other contracting industries, the most economical and efficient method of financing production is for the customer (whether civil or military) to provide some of the financing needed for performance of the contract. If such were not the practice, and if contracting industries were capitalized to handle their infrequent peak volume, it would be necessary during years of low volume for the price of the end product to include the carrying costs of excess capitalization.

During World War II the customer provided financing in the form of ''advances'' or contract deposits. During the Korean buildup, customer financing was provided primarily on a "pay -as-you -go" basis of progress payments.

Data contained in the tables in this chapter cover financial activities of the 12 major airframe manufacturers, based upon each of the years 1937 through 1955. -Effect of Emergency P1·oduction Expansion on Financial Condition

The degree to which a suddenly expanded military production program affects the financial condition of the industry is shown by the following changes in the financial status of the 12 major airframe companies during the period 1950-1955.

?\' et Worth ____________________________________________________ _ Working- Capital ____ __________ _ _________________ _

Inventory Net -------------------------------Receivables ______________ ----------------------------------Plant _________________ . ________ -------------------------------------

(In Millions of Dollars) 1950 1955

$ 380.0 $ 741.6 287.7 220.4 215.3 82.8

545.4 638.2 463.9 214.0

Sales Volume ------------------------------------------------ 1,388.2 fi,188. I Working Capital Turnover (Times) _____ __ 4.8 9.5

Between 1950 and 1955 the total net worth of the 12 companies was increased by $361.6 million, most of which represented 1 invested earnings. A major portion of this increased capitalization went into needed production fac•ilitiPs-brick and mortar, as well as mac>hi1w tools, and PssPntial rPsPan·h and developnwnt facilities.

..

FINANCE 27

BALANCE SHEET ColllPARISONs, 12 :MAJOR AIRFRAME COlllPANIES 1950 TO DATE


1950 1951 1952 1953 1954 1955

Assets Current assets: Cash $106,560 $ 159,676 $ 216,470 $ 261,932 $ 295,365$ 295,506 Securities 27,206 8,484 5,613 5,478 26,437 29,372 Receivables 227,443 860,165 479,506 526,400 461,910 463,848 Inventories 208,304 373,429 531,020 583,923 592,056 638,208 Miscellaneous 5,020 18,102 18,569 27,467 12,934 23,040

-Total current assets $574,533 $ 914,856 $1,251,178 $1,405,200 $1,388,102 $1,449,974

Total net plant 82,844 124,457 154,010 166,077 186,406 214,077

Investments 6,567 9,264 9,581 9,208 6,278 5,679 Development, etc., expenses - - 1,780 2,202 - -

Deferred charges 4,745 f 13,271 11,982 13,644 19,731 19,410 Miscellaneous 12,748

Total assets $681,482 $1,061,848 $1,428,431 $1,596,331 $1,601,117 $1,689,140

Liabilities Current liabilities: Payables $121,124 $ 369,910 $ 541,006 $ 544,162 $ 396,217 $ 375,822 Accruals-taxes-renegotiation-refunds due U.S. 118,860 209,048 297,102 406,906 409,039 375,6-!2

Advances-contracts deposits 39,999 48,087 91,550 92,540 121,403 127,246

Reserve 6,206 4,923 3,618 3,458 8,851 12,317 Miscellaneous 5,624 8,474 9,577 8,347 11,112 13,509

Total current liabilities $286,813 $ 640,442 $ 942,853 $1,055,413 $ 946,622$ 904,536

.Bank loans, etc. 12,722 27,782 30,768 8,648 8,589 36,756 Contingency reserve - - 500 - -Capital stock 61,939 66,164 94,881 95,460 125.706 135,499 Capital (paid) surplus 62,561 61,871 68,927 77,181 100,331 110,216 Earned surplus 255,516 260,828 288,366 353,885 415,44:l 495,861 Miscellaneous 1,881 5,261 7,191 5,744 4,426 6,272

Total liabilities $681,482 $1,061,848 $1,428,431 !f;1,596,331 $1,601,117 $1,689,140

Net current assets $287,720 $ 274,414 $ 308,825 $ 349,787 $ 442,0801$ 545,438

Source: 5.

28 AVIA'l'ION FACTS AND FIGURES, 1956

CoMPOSITION OF CuRRENT AssETs, 1937 TO DATE, 12 MAJOR AIRI!'RAME CoMPANIES

(lJ:l Perceut of Totnl)

Total Cash and Year Current Inventories Receivables Miscellaneous Securities Assets

1937 100.0 1938 100.0 1939 100.0 1940 100.0 1941 100.0

1942 100.0 1943 100.0 1944 100.0 1945 100.0 1946 100.0

1947 100.0 1948 100.0 1949 100.0 1950 100.0 1951 100.0

1952 100.0 1953 100.0 1954 100.0 1955 100.0

Sources: 5, 6.

Industry

Nonferrous Metals Petroleum Products Autos and Trucks Railway Equipment Iron and Steel

AmcRAFT AND PARTS

Total Manufacturing

n Subject to renegotiation. Source: 51.

17.6 35.2 46.6 35.1 33.8 30.3 37.9 48.9 13.1 46.4 35.7 12.2 23.2 52.3 24.4

25.1 33.8 40.9 27.6 25.5 45.9 26.7 22.7 49.1 34.1 13.7 48.9 32.9 43.8 23.2

18.6 54.9 25.6 23.9 40.1 35.3 26.8 41.6 30.5 23.3 36.2 39.6 18.4 40.8 39.4

17.8 42.4 38.3 19.0 41.6 37.5 2ll.1 . 42.6 :m.a 22.4 44.0 32.0

NET PROFIT AS PERCENT OF SALES, Seven Selected Industries,

1950 TO DATE (After Taxes)

. 1950 1951 1952 1953

9.8 8.8 7.7 6.9 10.8 11.5 10.5 10.6 8.9 5.2 5.5 4.4 5.5 4.8 3.8 3.3 8.1 5.8 5.0 5.7

4.5 2.2 2.4• 2.4"

7.7 6.2 5.4 5.3

.6

.8

.1 5.7

.1

.2 1.0 1.5 3.3 .1

.9

.7 1.1

.9 1.4

1.5 1.9 1.0 1.6

--------- -

1954 1955

----7.ll 9.fi

10.7 10.fi 6.4 7A 4.1 4.7 6.0 7.8

3.8" 3.9"

I --5.9 6.7

..

FINANCE 29

Working capital in the same period increased $257.7 million. With this expansion of working capital, these companies were able to finance a $666.4 million increase in accounts receivable and inventory. To accomplish this financing, working capital turnover was increased from 4.8 times per year to 9.5 times per year.

Because of the nature of the aviation product with its inevitably high unit cost and 16 to 30 month manufacturing cycle, working capital turnover of this magnitude requires careful and close control-both of the amount of the working capital and the manner in which it is used. Under these conditions, the length of time between receipt of cash and its disbursement is extremely short and any disturbance in the flow of incoming cash inevitably has a serious effect upon an individual company's -or an industry's-entire operations.

Control of Accounts Receivable and Inventories Control of the manner in which working capital is used requires that

constant effort be exerted to keep the amount of funds tied up in accounts receivable and inventories at an absolute minimum and thus to retain in the form of cash sufficient amounts to meet vastly expanded payrolls and to keep on a current basis with mercantile creditors. As an example of the effects of such control, the $227.4 million in accounts receivable at the end of 1950 represented an average collection period of 57 days, based upon a sales volume of $1,388.2 million; by 1955, the average collection period for accounts receivable had been reduced to 33 days.

Inventory figures shown in this chapter are net, after deducting progress payments received from the customer during performance of the contracts. The turnover of total gross inventory (not shown in the accompanying tables) was 3.3 times in 1950 at the start of the production buildup, and had slowed to 2.9 times in 1955. In the overall program, however, this inventory turnover has improved considerably. For the year 1956 as the production program continues to level out and deliveries in volume are made to the military services, the inventory picture will improve even more.

Aircraft Industt·y Eat·nings The earnings of the aircraft industry are subject to a number of

profit control measures, including renegotiation, price redetermination clauses, and various types of cost disallowances. During 1955, the average aircraft industry rate of profit to sales of 3.9 per cent was less than the average rate of profit on sales earned by all manufacturers. This comparatively low rate of earning·s is not unmmal (See Page 28, covering the years 1950 to date.) The average earnings for the 12 major air-

30 AVIATION·FACTS AND FIGURES, 19;76

frame manufacturers from 1950 to 1955 inclusive was 2.9 per cent on sales. During the same pedod all manufacturing ·industries reported a return of 6.2 per cent.

Reinvestment of Profits Every major aircraft company has made very substantial commit

ments tow.~rd capital improvements and research and development facilities. During :the past ten years the industry has reinvested upwards of $1 billion in these activities. And fourteen companies have indicated that their current planning contemplates expenditures in excess of $370,000,000 for capital improvements during 1956-1958.

For the first time the aircraft industry is in a position to mal{e, and is making, a determined effort to provide with its own resources substantial portions of the facilities and equipment needed to sustain the costly weapons of defense for the national security.

INCOME AccouNTs, 12 MAJOR AIRFRAME CoMPANIEs, 1937 TO DATE

( Million:s of Dollars)

Year Net Sales

1937 $ 61.8 1938 88.5 1939 141.0 1940 247.4 1941 812.6

1942 2,788.9 1943 5,209.0 1944 5,766.3 1945 3,965.3 1946 519.0

1947 545.0 1948 843.4 1949 1,131.7 19!')0 1,388.2 1951 1,979.3

1952 3,731.1 1953 5,120.1 1 !l!'i4 4.926.8 1955

I 5,188.1

0 Subject to renegotiation. •• Credit.

I

Figures in x•arentheses indicate loss. Sources: 5. 6.

Total Income

$ 3.6 10.1 19.1 45.1

168.7

341.8 429.8 322.1 215.1 (37.0)

(115.4) 24.2 57.8

111.1 98.9

220.5 317.1 371.0 370.7

Total Federal Net Profit Taxes, net

$ 1.3 $ 2.3 2.1 8.0 4.5 14.6

13.3 31.8 108.6 60.1

281.2 60.6 357.0 72.8 263.5 58.6 147.7 67.4

26.3". (10.7)

73.5". (41.9) 21.8 2.4 21.7 36.1 48.5 62.6 68.0 30.9

138.8 81.7" 200.5 116.6. 1RR.4 182.6" 191.9 178.8"

..

L

FINANCE 31

FINANCIAL RATIOs, 12 ~iAJOR AIRFRAlllE CoMPANIES

1937 TO DATE

Net Federal Net Profit Year Taxes as Percent as Percent

of Total Income of Sales

1937 26.5 3.7 1938 21.9 9.1 1939 19.8 10.3 1940 26.9 12.9 1941 59.5 7.4 1942 72.6 2.2 19:13 72.0 1.4 1944 71.7 1.0 1945 57.5 1.7 1946 Not applicable (2.1) 1947 Not applicable (7.7) 1948 82.3 0.3 1949 37.5 3.2 1950 43.7 4.5 1951 68.6 1.6 1952" 62.9 2.2 1953" 63.2 2.3 1954" 50.8 3.7 1955" 51.8 3.4

Figures in parPntlleRes indicate net los• ns n percent of snles. m Subjert to renegotiation. Sources: 5, 6.

BACKLOG OF ORDERS REPORTED BY MANUFACTURERS OF COMPLETE AIRCRAFT, ENGINES AND PROPELLERS, 1948 TO DATE

(Millions of Dollar!>)

Aircraft Aircraft Aircraft Other

December Engines Propellers Products 31 Total and and and and

Parts Parts Parts Services

1948 $3,104 $2,094 $ 786 $103 $121 1949 3,010 2,013 749 91 157 1950 5,039 3,102 1,470 145 322 1951 12,665 8,126 3,531 241 767 1952 17,653 11,222 5,172 298 961

1!'153 16,753 11,604 4,080 21R R!'il 1954 14,852 10,639 2,929 187 1,097 1955 15,776 10,682 3,123 130 1,841

Source: 25.

In the decade since ·world \Var II , the a ircraft industr~' and the government of this nation have moved fo r ward to develop ai rcraft and nuclear weapons that dwarf in magnitude the weapons of th e late global war. A eronautical and nu clea r de,·elopments both in the free world ancl behind the Iron Cu rtain have made a ir power t he dominant mili ta ry force.

United States military aviation has enj oyed a pre-Pmin ent a ir power position since about mid-way in World \ Var II. After Japan's snnender , air power of the United States, coupled with our cdo J111:c monopoly, was the principal factor in maintaining a world balance of power. 'l'his was tru e even though U. S. military aviation was all but completely demobilized, so great was the power of t hi s one weapon.

In 1947, t he National Security Act gave ai r power equal status with military surface forces-naval and land fo rces. On September 18 of t hat year the United States Air Force was established .

Sin ce World War II , th e Soviet Union has made astonishing strides in improv ing its technical position , not only in aircr aft and missi les and electronics, but also in th e r ealm of atom ic and 1 . • ermonuclear weaponry. In addi tion, thr Soviets, because of the milita ry economy und er which t heir gon rnm ent opera tes, are p rochwing a ir p ower t hat quantita tively surpasses ours.

32

MILITARY AVIATION 33

TOTAL FEDERAL EXPENDITURES AND EXPENDITURES FOR MILITARY AmCRAFT AND RELATED PROCUREMENT

Total Fiscal Federal Year Expendi-

tures

1922 $ 3,373 1923 3,295 1924 3,049 1925 3,063 1926 3,098

1927 2,974 1928 3,103 1929 3,299 1930 3,440 1931 3,652

1932 4,535 1933 4,623 1934 6,694 1935 6,521 1936 8,493

1937 7,756 1938 6,938 1939 8,966 1940 9,183 1941 13,387

1942 34,187 1943 79,622 1944 95,315 1945 98,703 1946 60,703

1947 39,289 1948 33,791 1949 40,057 1950 40,156 1951 44,633

1952 66,145 1953 73,982 1954 67,772 1955 64,570 1956E 64,270 1957E 65,865

4 Includes Guided Missiles. EEstimate. Sources: 8, 29, 80, 49, 82.

1922 TO DATE (Dollar Figures in Millions)

Total Expenditures Percent Military for Aircraft Aircraft Percent Expendi- and Related of Total Aircraft

tures . Itemsm Federal of Military

$ 935 $ 6 .2 .6 730 7 .2 1.0 689 10 .3 1.5 717 10 .3 1.4 677 12 .4 1.8

688 14 .5 2.0 732 22 .7 3.0 791 29 .9 3.7 839 31 .9 3.7 832 31 .8 3.7

834 29 .6 3.5 784 25 .5 3.2 706 13 .2 1.8 924 23 .4 2.5

1,147 44 .5 3.8 1,185 58 .7 4.9 1,240 67 1.0 5.4 1,368 68 .8 5.0 1,799 205 2.2 11.4 6,252 587 4.4 9.4

22,905 2,915 8.5 12.7 63,414 10,072 12.6 15.9 75,976 12,828 13.5 16.9 80,537 11,521 11.7 14.3 43,151 1,649 2.7 3.8

14,769 593 1.5 4.0 11,983 703 2.1 5.9 13,988 1,248 3.1 8.9 13,440 1,705 4.2 12.7 20,821 2,536 5.7 12.2

38,967 5,712 8.6 14.7 47,565 8,605 11.6 18.1 40,336 9,247 13.6 22.9 35,533 8,794 13.6 24.7 34,575 7,763 12.1 22.5 35,547 7,907 12.0 22.2

34 AVIATION FACTS AND FIGURES, 195G

The United States, in the best interests of its. citizens, conducts its national affairs on a dual 4 'guns and butter" economy. As a result, it cannot be interested in participating in a quantitative arms race with the Soviets. That it could, on the other hand, is not held in doubt by any nation, as U. S. wartime industry production proves. The aircraft industry during the peak year of World War II, produced 96,000 completely· equipped combat aircraft-more aircraft than had been produced in the .. history of aviation by all of the nations of the world combined prior to World War II.

Instead, United States air power is based upon qualitative superiority -maintaining the capability to react to aggression with irrevocably crushing force-as an effective deterrent to war. The tenet bluntly stated: One co;nnot kill an enemy twice. There is no need to match the potential aggressor plane for plane, missile for missile, bomb for bomb.

United States air power, a.o; 1955 drew to a close, was 160 per cent greater in combat strength than it was at the beginning of the Korean War in 1950. Aircraft speeds and altitudes doubled, while firepower, with thermonuclear weapons and guided missiles capability, increased almost beyond estimate.

During 1956, the initial equipping of the 137 -wing Air Force largely will be completed and thereafter production will level off at the rate needed to sustain and keep mo.O:ern this force and its naval air equivalent. To sustain a 137-wing force of modern planes-aircraft far more complicated and expensive than pre-Korea models will require an annual investment in new aircraft comparable to the entire Air Force budget of 1950.

In 1950, this nation entered the Korean War with an Air Force strength of 47 wings. Today the Air Force mounts 128 combat wings, and this year will have largely achieved its air strength goal of 137 wings. Naval aviation during the same period has grown proportionately.

At the beginning of the Korean outbreak, United States bombers were, for the most part, piston-engined, war-weary types that had fought the enemy from Paris to Berlin and over the Pacific Islands to Tokyo. The Communist air forces outnumbered United Nation's by four-to-one.

The U. S. aircraft industry once more was ordered into high gear to meet and overcome the aggressor's lead. But it wasn't until early 1952-nearly a year and a half later-that powerful new U. S. jet fighters began in numbers to sweep Korean skies clear of the enemy. Later that year, the United Nations' plane-kill ratio over that of thE' 'nemy began to climb to an eventual 14-1.

Less than five years have passed since the World War II type pistonengined bombers were pounding the Chinese Communists in North

\I

MILITARY AVIATION

APPRoPRIATIONS AND EXPENDITURES FOR MILITARY AVIATION 1899 TO DATE


U.S. Air Force Naval Aviation Fiscal

35

Year Total Cash Expenditures Total Cash Expenditures Appropriations Appropriations ..

1899 $ .05 ..

N.A. $ N.A. -1909 .03 N.A. - N.A. 1912 .12 N.A. .03 N.A. 1913 .10 N.A. .01 N.A. 1914 .17 N.A. .01 N.A.

1915 .20 N.A. .01 N.A. 1916 .80 N.A. 1.0 N.A. 1917 18.7 N.A. 3.8 N.A. 1918 735.0 N.A. 61.5 N.A. 1919 952.3 N.A. 220.4 N.A.

1920 28.1 N.A. 25.7 N.A. 1921 35.1 $ 30.9 20.0 N.A. 1922 25.6 23.1 19.1 $ 14.3 1923 13.1 18.1 14.8 14.2 1924 12.6 11.0 14.7 14.3

1925 13.5 11.7 15.7 15.5 1926 15.9 14.9 18.2 18.1 1927 15.3 16.8 22.4 22.0 1928 21.1 19.4 20.3 19.8 1929 28.9 23.3 32.3 32.1

1930 34.9 28.1 31.6 31.1 1931 38.9 38.7 32.1 31.0 1932 31.9 33.0 31.2 31.7 1933 25.7 22.1 25.4 31.2 1934 31.0 17.6 29.8 15.5

1935 27.9 20.5 32.1 17.2 1936 45.6 32.2 40.8 20.5 1937 59.6 41.3 38.9 27.5 1938 58.9 51.1 51.6 59.8 1939 71.1 83.4 48.2 47.9

1940 186.6 108.5 111.8 50.8 1941 2,173.6 605.9 453.0 193.6 1942 23,049.9 2,555.2 6,190.0 993.1 1943 11,317.4 9,392.4 5,258.0 3,966.4

(Continued top nezt page)


APPROPRIATIONS AND EXPENDITURES FOR MILITARY AVIATION 189g TO DATE-Continued


Fiscal Year

,.

1944 1945 1946 1947

1948

1949 1950 1951 1952 1953

1954 1955 1956E 1957E

N.A.-Not available. EEstimate.

U.S. Air Force

Total Cash Expenditures Appropriations

23,656.0 13,087.7 1,610.7 11,357.4

.5 2,519.4 1,200.0 854.3

608.1l· 1,199.1 829.8 s

939.8 1,830.7 4,139.4 3,669.1

15,791.1 6,549.4 22,979.0 12,594.9 22,081.7 15,267.8

11,410.5 15,539.6 11,637.1 15,536.8 15,490.1 15,988.0 15,430.0

.j' 16,545.0

Naval Aviation

Total Cash Expenditures Appropriations

4,583.7 4,490.1 2,539.6 5,166.0

795.0 1,065.7 770.8 749.1

906.0 747.9

588.3 875.1 1,041.5 989.4 3,815.3 1,237.3 5,266.5 2,205.2 4,873.0 3,061.3

2,322.0 3,235.6 2,749.5 2,554.8 1,720.7 2,500.0 2,551.3 2,560.0

• FY 1949 Construction of Aircraft & Related Procurement appropriation e:pacted in FY 1948. Sources: 4, 8, 49, 82.

Korea. Yet aeronautical science of the United States aircraft industry since that time has progressed rapidly.

Multi-engined jet bombers slip through the air at speeds close to sonic, and each possesses a bomb carrying capability more destructive than that of all of the bombers of World War II combined. American-manufactured jet :fighters are the :finest in the world, qualitatively, and their :firepower has infinitely increased over their World War II predecessors. United States Air Force and Navy jet fighters, today, for the most part are capable of speeds in or beyond the sonic range, and their powerful American jet engines can ram them from a standing ground start to 10,000 feet in one minute or less.

USAF Wing Structure Included in the current 128-wing Air Force are 51 ·.trategic Air

Wings. Several of these are equipped with the world's largest and longest ranged piston-engined bomber. These, although considered "first line," are currently being replaced by a giant eight-jet bomber just now coming into operational use. This new jet bomber possesses high subsonic

•·

speed characteristics. Medium strategic bomb wings are completely jet bomber equipped. These aircraft, coupled with aerial refueling and forward bases, give our strategic air forces the capability of striking all targets in any nation that threatens our security.

The light bombers and fighters of USAF's tactical forces also possess nuclear weapons capabilities and may be refueled while in flight. There are 34 win00'S in Tactical .Air and their fi()'hter elements are being

' 0 equipped with supersonic fighters.

There are 30 Air Force wings in Continental Air Defense Command, and while these comprise the bulk of that command, these forces are greatly augmented by naval air units. The Air Defense interceptor system is all jet-rquipped and will soon become a completely supersonic force, armed with dradly air-to-air missiles.

The remaining 13 Air Force wings are troop carrier units.

OrganizafionR of lVings, Air Groups Air Force: The basic organizational unit of the United States Air

Force is the "wing". .A wing is comprised of a combat group and necessary administrative and sen·ice units. The number of airplanes in a wing depends on its mission; for example, a group of heavy bombers has 45 planes, a medium bomber group has 45, a light bomber group 48, a day fighter group 75, an all-weather fighter group 36-75-depending upon type of plane and operational mission. The USAF also operates separate squadrons for rescue, support and in-flight refueling. Aircraft comprising these squadrons vary from 8 to 25 planes depending upon type of plane and squadron mission.

Navy and Marinrs: Nav.v earrier air groups usually are composed of four fighter and one atta1·k squadrons, and anothrr unit is comprised of night fighters, minela:dng aircraft, lwlicopters and other aircraft. Aircraft carriPrs ( CV) havp a complement of from 80 to 137 aircraft <lPpending upon the sizr of thP rarrier and the type and size of plane carried. SnpPr aircraft rarrit>rs of the F'orrcstal Class (60,000 tons) have 117 to 1:37 aircraft. Larg-e Midway Cla,-;s (55,000 tons) carriers have from 100 to 137 ain•raft while medium sizP carriers of the Essex Class ( 33,000 tons) have a c·omplPment of 80-90 airrraft. Anti-submarine squadrons attachPd to light and escort earriers average about 23 aircraft

38 AVIATION FACTS AND FIGURES, Hl:)6

Research and Development key to-

SPEEDS and ALTITUDES TODAY and TOMORROW America's aircraft industry, striving continuously to insure U.S. aerial supremacy, has made great strides during the bst decade in the development and production of efficient, high performance engines for aircraft and guided missiles. But only an adequate, long-range research and development program will guarantee their continued progressive rise to meet the ever increasing demand of military necessity and civil economy.

S p E E D The accomplishments of scientists and engineers of the aircraft industry during the last decade are reflected in this chart. In

the realm of military aviation, World War II fighters, were hard pressed to reach 450 miles per hour. Today jets exceed the speed of sound with ease and piloted research planes have travelled at speeds upwards of 1 ,650 miles per hour-more than twice the speed of sound.

A decade ago, commercial piston-powered aircraft moved at cruising speeds up to 225 miles per hour. Today's luxurious airliners cruise at just under 400 miles per hour. Turboprop engines will bring these speeds up to just under 500 miles per hour, while turbojet power plants will make possible cruising speeds above 550 miles per hour.

Applications of the ·ramjet to planes and missiles will see speeds possibly to 3,000 miles per hour. Rocket engines, now in comparative infancy are virtually limitless in relation to speed. But solving the problem of the sonic barrier has been relatively simple in relation to solving the problem of the thermal barrier. The faster the speed within the earth's atmosphere, the greater the heat generated by the friction of the air over the skin surfaces. The problems are stupendous, but not insurmountable, and men and women of science and industry are working ceaselessly to find the answers.

------------------------------------------A L T I T U D E In military operations, altitude is almost as important

as speed. During World War II, fighter planes were barely able to reach 30,000 feet, while today's fighters maneuver with ease at altitudes above 50,000 feet. Research aircraft have been flown at altitudes in the neighborhood of 90,000 feet-17 miles straight up.

Commercial aircraft of the decade past flew at altitudes seldom over 10,000 feet, while today's luxurious airliners cruise safely and comfortably at altitudes from 18,000 feet to more than 25,000 feet. Turbojet engines, just now being applied to passenger transport planes, will enable these new airliners to fly at altitudes of 45,000 feet-above all turbulence, clouds or '· orm.

The rocket engine, unlike any of the others, carries its own oxygen supply and is not limited to flight within the atmosphere. This, plus the enormous powerfor-weight ratio, makes it the only known engine that can drive manned or unmanned vehicles into space. Altitudes reached so far are 136 and 250 miles for one and two-stage missiles respectively, but the rocket engine's ultimate ceiling is limited only by the amount of propellant it can carry.

hlU,IT ARY A VIA 'I' ION 39

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E~~~~~~~~,~~~ .............. ~ .. II l Z!IU lllllt~

rt CCOP R OCA T1N C.

, ~

I I I ~1,.

•

I .i

PRTSINT MA XIMUM STING THLORTO

I I I I SOHI(UIIRIU

RH IP ROCA TING

I 150 MILES

l. if-.:.-~ .J 100 MILES ! '~

50 MILES -H-+1---

25 MILES ---rl-++--++---£ _/ ./ / 80,000 FEET

...,.,....,.....,...,.,_,.~~-,.£..-n ..:!::..-f---,-1-,--1 -+t--tt- 4 0,000 FEET

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and shore-based patrol squadrons have nine planes- each. Marine fighter squadrons are assigned 24 aircraft.

Army: The United States Army currently has approximately 4,000 light liaison and utility airp]anes and helicopters for support of its ground units. That number includes some 600 aircraft which are assigned to National Guard activities.

The main concern of the aircraft industry and the government for

PERSONNEL IN THE UNITED STATES AIR FORCE, 1912 TO DATE

As of June 30

1912" 1914 1916 1918~

1920

1922 1924 1926 1928 1930

1932 1934 1936 1938 1940

1941 1942 1943 1944 1945

1946 1947 1948 1949 1950

1951 1952 1953 1954 195c

a As of November 1. • As of November 11. Source: 8.

•

TOTAL

51 122 311

195,023 9,050

9,642 10,547 9,674

10,549 13,531

15,028 15,861. 17,233 21,089 51,165

152,125 764,415

2,197,114 2,372,292 2,282,259

455,515 305,827 387,730 419,347 411,277

788,381 973,474 977,593 947,918 959,946

Officers

12 18 63

20,708 969

958 884 954

1,055 1,499

- 1,659 1,545 1,593 2,179 3,361

10,611 55,956

205,874 333,401 381,454

81,733 42,745 48,957 57,851 57,006

107,099 128,401 130,769 129,752 137,149

Aviation Airmen Cadets

- 39 - 104 - 248 - 174,315 - 8,081

113 8,571 119 9,544 142 8,578 280 9,214 378 11,654

325 13,044 318 13,998 328 15,312 342 18,568

1,894 45,910

8,627 132,887 50,213 658,246 99,672 1,891,568 82,647 1,956,244 16,764 1,884,041

7 373,775 53 263,029

1,338 337,435 1,860 359,636 2,186 352,085

2,476 678,806 6,782 838,291 9,157 837,667 9,072 809,094 4,384 818,413

..

L

Fighter. Speed

Range Fire power

MILI'l'ARY AVIATION 41

"\V ARPLANE PROGRESS SINCE THE SECOND WORLD WAR

1945

P-51 470 mph

Over 2,000 miles Six 50-cal. guns in

wings. Can carry ten 5-inch HV AR with zero launchers or two 1,000-lb. bombs.

B-17

1953

F-100 Supersonic. 755.149

· mph0

Over 1,000 miles 20 mm canons

B-47

1955

F-104 Ultrasonic (Mach

2+) Range and armament

not disclosed.

B-52 620 mph class

Bomber. Speed Range Firepower

285mph 2,500 miles Twelve 50-cal. ma

chine guns

600 mph class Over 3,000 miles 20 mm cannons in

tail

Over 6,000 miles Four 50-cal. machine

guns Bomb load 12,800 pounds Over 20,000 pounds Over 20,000 pounds

* Salton Sea, Calif., Oct. 29, 1953. Sources: 11, 46.

NAVAL AviATION PERSONNEL•, 1941 TO DATE

Year Enlisted as of TOTAL Pilots Aviation

June 30 Rates

1941 23,148 6,300 14,848 1944. 299,968 47,276 228,356 1950 91,298 12,978 76,349 1951 162,214 18,287 139,838 1952 194,730 20,944 168,486 1953 196,813" 22,903 163,673 1954 179,783" 21,316 147,670 1955d 165,243" 21,352 133,424 1956" 188,904 22,082 160,905

a Navy and :Marine. • Pilots as of Aug. 31; others as of October 81. • Includes non·pilots in flying status and formerly designated pilots. d As of January 1. 0 As of January 111, 1956. Sources: 84, 95.

Aviation Ground Officers

2,000 24,336 1,971 4,089 5,300 4,930 4,725 4,885 5,301


the coming years is the qaality of our aerial weapons system. This depends upon the state of U. S. technology. American aircraft and guided missiles of 1960 or 1965 may be scientific marvels, but this nation can take pride in them only if they are better than the weapons in the hands of a potential enemy.

Year Total8

1939 2,546 1940 3,961 1941 12,297 1942 33,304 1943 64,232

1944 72,726 1945 44,782 1946 30,035 1947 23,814 1948 20,068

1949 17,222 1950 17,337 1951 19,021 1952 20,436 1953 22,278

1954 23,998 1955 25,0QQE 1956 25,000E

N.A.-Not available. 8 As of December 31.

AIRCRAFT ON HAND

1939 TO DATE

U. S. Air Force

Tactical Trainers

1,647 761 1,760 2,069 4,477 7,340

11,607 17,607 27,448 26,051

-41,961 17,060 26,077 7,617 17,186 6,297 13,118 5,714

8,888 6,177

7,863 5,811 7,854 5,961 8,135 6,556 8,501 7,099 9,152 7,502

10,368 7,626 N.A. N.A. N.A. N.A.

Navy Transport Total" & Other

138 2,098 132 2,166 480 5,233

4,653 11,772 10,733 25,588

13,705 36,100 11,088 29,714

6,552 19,301 4,982 14,976 5,003 14,894

3,548 14,015 3,522 13,412 4,330 13,213 4,836 13,694 5,624 13,308

6,004 13,285 N.A. 13,191 N.A. 12,434

& As of June 30 from 1935-1939: as of December 31 from 1940 to 1952: as of June 30 from 1953·1955; as of January 1, 1956.

E Estimate. Sources; 2, 4, 8, 12, 82, 83.

L

MILITARY AVIATION

AIRCRAFT AcCEPTED BY THE USAF A....~D NAVY 1946 TO DATE

43

TOTAL USAF Navya

Cal en- Number dar of

Year Aircraft

1946 1,409 1947· 2,117 1948 2,204 1949 2,290 1950 2,655 1951 5,521 1952 9,284 1953 10,630 1954 8,729 1955 S,OOOE


Airframe Weight,

Excluding Number Spares of (1,000's Aircraft

of Pounds)

12,707 650~

11,441 1,197~

24,306 1,055 29,604 1,475 35,941 1,670 51,659 4,148~

107,422 6,973~

138,396 8,204~

130,546 6,507~ 114,000E 6,000E

Airframe Airframe Weight, Weight,

Excluding Number Excluding Spares of Spares (1,000's Aircraft (1,000's

of Pounds) of Pounds)

7,799~ 759 4,908 5,586~ 920 5,855

15,821 1,149 8,485 23,149 815 6,455 26,803 985 9,138 40,000~ 1,373 11,659 88,ooo~ 2,311 19,422

109,908~ 2,426 28,488 104,653~ 2,245 25,893

N.A. 2,000E N.A.

a Includes USAF acceptances for Navy, excludes Navy acceptances for USAF and Army, • Includes USJ..::i' acreptanrPs for other ngencies. The duplication in acceptances accounts

partly for the difference between this table and the table on page 9.

Sources: 8, 54, 82.

Push button warfare has intri gu ed the public mind since the concept first entered the r ealm of possibility with th e limited success of Germany's V-1 and V-2 missiles in World vVar II . But so far , rernarked one r ealist a f ew years ago, all we have is the button.

Today, however , U. S. missile inventories are composed of more than buttons. There are nine missi les in operational status with the Air Force, Navy and Army, some of them based overseas. But push button warfare is still a long way off. Milita ry experts estimate that manned aircraft will form t he bulk of ou r str-at eg ic striking force for at least the n ext several y ears.

Th e progress of the a ircraft industry in developing th is n ew dimension of n ational defense-the guided missile-is incr edible in th e li ght of th e problems in perfectin g t his weapon.

A guided missile is an unmann ed craft capabl e of fl y ing t hrongh space in a fligh t p ath t hat can be a ltered by a guidance syste11 with in or without th e unit. Miss il es are catalogued by theil' missions : surfaceto-air, SAM; sueface-to-suefal:e, SSM; a ir -to-surfa ce, ASM; a nd air-toair, AAM.

The importance of m issil es, evrn in t h eir bri ef operational use during

44

GUIDED MISSILES 45

World \Var II, is pointed up by General Dwight D. Eisenhower·s assessment in his book, Cntsade In Europe: ''It seemed likely that, if the Germans had succeeded in perfecting and using these new weapons (V-1 and V-2 missiles) six months earlier than they did, our invasion of Europe would have proved exceedingly difficult, perhaps impossible.''

Captured V-2 missiles were brought to the United States after Germany's surrender, and formed a hardware basis for the start of operations. The V-2 was far from a perfected weapon. Its behavior pattern after firing left much to be desired. Data on :flight characteristics were laboriously assembled. It was only the substantial research and development efforts of industry and military that developed the knowledge to open the startling era of the missile which has produced such a profound effect on military and political thinking.

• · The problem of reliability is staggering. There is no opportunity to test a specific missile in the same manner that an aircraft is tested. It must work the first time; there are no repeat performances. And the very existence of our nation may well depend some day on the reliability of our missiles.

There are thousands of components involved in the operation of a missile. Engineers estimate that using only 100 components (a fraction of the actual number) each must have less than one chance in a thousand of failing if the missile is to have better than 90 per cent reliability.

A distinguished physicist, who was closely associated with such scientific achievements as proximity fuses, radar, atomic energy and rockets, made this observation about missiles: ''In neither my civilian nor my military experience have I seen a problem which includes so many branches of physical science. Aerodynamics, radar, electronics, telemetering, servo-mechanisms, gyros, computers, thermodynamics, combustion, metallurgy, propulsion and chemistry must all contribute to a successful guided missile. ''

The aircraft industry's ability to build an object that flies through the air is not the main criterion on which its ability to build missiles is based. The prime reason is its ability in managing systems. An airplane is a system. The aircraft manufacturer is given a basic job and starts to work. He often does not produce the aluminum, manufacture the engine, make the landing gear, communications equipment or hundreds of other components that make up an airplane. Yet he manufactures the airplane. 'l'his is not merely an assembly job. The skill involved is in his ability to make all these intricate elements work together to aceomplish a specific task. This is the unique qualification in missile production.


A top priority task in the missile field today is the development of an Intercontinental Ballistic Mi~sile-the ICBM. Its mission is to deliver a thermonuclear warhead 5,000 miles, by leaving and re-entering the atmosphere in its flight. Long-range guided missiles have been under development for many years, but the warhead size imposed severe requirements in guidance, propulsion and re-entry which were beyond the state of 'the a,:rt. Development of light-weight, high-yield warheads simplified these technical problems and insured that thermonuclear explosives would be light and handy enough to be carried by long-range missiles of reasonable size.

Guidance Systems

The guided missile is, in light of other expendable weapons, very expensive. Measured in terms of ''hits'' the cost factor is largely academic. In terms of a ''miss'' it represents substantial loss. Probably the most expensive item in the fabrication of the weapon is its guidance system. Considering the fact that the value of the weapon, in final analysis, can only be measured in terms of its accuracy, guidance systems have become the object of most intensive research.

Guidance methods, under development and in operational use, are of two general categories-electronic and non-electronic. The non-electronic systems are, of course, {i:l.r less susceptible to enemy intercept countermeasures. This type. of guidance system falls into two general categories-celestial and inertial. Guidance systems of this type generally make use of several gyroscopes. As with the simple gyroscopes that may be purchased in any toy store, in physical operation, a guidance system gyroscope maintains a constant orientation on its axis in three-dimen-

FUNDS AVAILABLE FOR THE PROCUREMENT OF GUIDED MISSILES DECEMBER 31, 1955 (Million Dollars}

Unexpended Unpaid Unobligated Balance Obligations Balance

TOTAL- DEFENSE DEPARTMENT $2,701 $1,494 $1,210

--·Air Force ••••.••••••••• 1,363 591 772 Navy ••••.••••••••••••• 495 298 199 Army ••••••••••••••••• 843 605 239

Sources: 40.

GUIDED .\liSSI LES

ExPENDITURES FOR THE PROCU REMEN'.r OF GuiDED MISSILES

(Million Dolla r s )

Fiscal Year TOTAL Air Ending DEFENSE Navy

June 30 DEPARTMENT Force

-

1951 $ 21.0 $ 15.5 $ 5.1 1952 168.9 66.4 56.1 1953 295.0 81.1 94.8 1954 503.5 175.9 141.1 1955 631.0 305.0 175.0 1956E 918.0 485.0 172.0 1957E 1,276.0 799.0 177.0

• • E Estimate.

Sources : 2 , 41, 42.

47

Army

$ .4 46.4

119.1 186.6 150.0 260.0 300.0

48 AVIATION FACTS AND FIGURES, 1!.156

sional space. This factor in~ guidance provides a i·eference system for guidance, and is the basis of the ''inertial'' system.

The system of devices enabling guidance to be controlled by automatic star tracking, eliminates any interference from surface countermeasures and is called ' 'celestial. ' '

The mo~t obvious type of electronic guidance is ''radar'' homing on an enemy target. There are three primary types of this system. "Active" homing is accomplished by the missile's radar antennae which continually indicates the target. ''Semi-active'' homing is accomplished by a surface or airborne radar separate from the missile and transmitting

PLANNED OBLIGATIONS FOR RESEARCH AND DEVELOPMENT ON GUIDED MISSILES

AND ON AmCRAFT--DEPARTMENT OF DEFENSE

Fiscal Year

1954 1955 1956E 1957E

EEstimate.

Source: 49.

(Million Dollars)

Guided Missiles

$231.4 214.0

. ·268.0 .. 224.4

Aircraft and Related Equipment

$269.8 293.6 339.5 312.8

DEFENSE DEPARTMENT EXPENDITURES FOR THE PROCUREMENT OF

GUIDED MISSILES AND AmCRAFT

(Million Dollars)

Fiscal Guided Missiles Aircraft Year

1951 $ 21.0 $2,412.5 1952 168.9 4,888.4 1953 295.0 7,416.5 1954 503.5 8,937.0 1955 631.0 8,037.0 1956E 918.0 6,880.0 1957E 1,276.0 6,751.0

EEstimate.

Sources: 40, 41, 42, 49.

I • .

L

GUIDED MISSILES 49

guidance instructions. ''Passive'' homing is accomplished by letting the missile home on any pre-selected electrical device that the enemy target may be operating.

Another type of guidance is the ''command'' system. This is a system involving both radar and radio. In one type, ground radars are pointed at the missile and at the target . ..._\ computer receives electrical information from the radars and transmits guidance to the missile. In another, the computer is built into the missile and radio contact between ground and missile is eliminated.

Missile Air-to-Air

Falcon Sparrow

Air-to-Surface Petrel

Surface-to-Air Nike Terrier

U. S. OPERATIONAL l\IISSILES

Manufacturer

Hughes Sperry

Fairchild

Douglas & Western Electric Convair.

Surface-to-Surface (air breathing) Matador Martin Regulus

Surface-to-Surface (ballistic) Corporal li'irestone & Gilfillan

Chance Vought

Honest John Douglas & Emerson Electric

Missile Atlas Bomarc Jupiter

Navaho Nike B Rascal Redstone Snark Talos Thor Titan

Missile Aero bee

U. S. RESEARCH A!'\D DEVELOPMENT MISSILE PROJECTS

Manufacturer Convair Boeing Chrysler

North American Douglas & W estcm Electric Bell Chrysler Northrop Bendix Douglas Martin

U. S. RESEARCH MISSILE VEHICLES

Manufacturer A<>rojet General

Service

USAF Navy

Navy

Army Navy

USAF Navy

Army Army

Service USAF USAF USA-

USN USAF Army USAF Army USAF Navy USAF USAF

Service USN

USAF

Target Drones: TurgPt Drones arc made by Beech, Radioplane, and Ryan. All of the above data has been officially released by USAF, Army, or Navy.

Operations of U. S. scheduled domestic and international airlines achieved new r ecords in every major category during 1955, and registered a significant reduction in subsidy requirement.

The domestic scheduled airlines in 1955 carried 38,026,000 passengers, an average of more than 104,180 a day. This compares with 32,343,000 passengers carried in 1954. 'fhe scheduled carriers flew 18,819,000,000 passenger miles, while the comparable railroad pullman travel amounted to 6,900,000,000 passenger miles. Public service revenues, or subsidy, dropped from $66,233,000 in 1954 to $38,407,000 in 1955, a decrease of about 42 per cent.

The hi gh rate of airline activity is illustrated by the fact that between the hours of 5 :00 and 6 :00 p.m. during the summer months of 1955, the airlines had 665 planes in the air carrying approximately 25,000 passengers and 665,000 pounds of cargo which included ma · , express and freight .

These substantial increases show that travelling Americans know a good bargain. Air fares remained at about the same rate as in 1938, when the Civil Aeronautics Act established the present system of regu-

50

••

L

AJRLTNES AND TRANSPORTATION 51

lated competit ion , but in t erms of t he purchasing power of 1938 dollars the fares have been r educed by GO per cent.

Since 1938, t he a irlines lmve made g reat advances. The number of eertifieatcd airliliE'S hn s iuereased f rom 22 to 5G and t he number of employees from 13,300 to more t han 111,655. Passenger miles flown by the scheduled carriers increased from 479,000,000 in 1938 to 18,819,000,000, an increase of 4,489 per cent. The number of daily schedules has increased seven times. 'l'he speed of aircraft bas doubled from 180 miles per hour in 1938 to 3GO miles per hour for today 's aircraft.

Ai1· Mail

Air Mail, which was a major source of revenue for the fledgling airlines when scheduled transportation was started, today accounts for only 4.2 p er cen t of the total r evenues. The airlines, in fact, r eturn substantial sums to t he Post Office Department. The government col-

PRESENT PLANf


lected $142,571,000 on domestic air mail services in fiscal 1955. The airlines were paid $33,719,567 of that amount. The experiment. of carrying three-cent mail by air on a space-available basis, which was started in October 1953, has expanded. Approximately 4 million pieces of :firstclass mail move every day by air on a space available basis. The Post Office Department estimates that delivery is 48 hours faster than when carried by ·surface transportation.

Equipment Program During 1955, the air transport industry launched a $1,309,600,000

equipment program, the biggest in its history. Orders and statements of intentions to order included 135 pure turbojet transport planes at a cost of $761,300,000; 135 turboprop aircraft at a cost of $265,000,000; and 55 piston-engine planes at a total cost of $137,300,000. In addition, announced equipment-buying plans totaling another $146,000,000 will probably include orders for all three types of planes. The jet transports are scheduled for delivery in 1958. The $1,309,600,000 does not include an option for 30 additional turboprop planes.

TRANS-ATLANTIC PASSENGER TRAVEL BY AIR AND SEA, 1946 TO DATE

By Am (Regular Scheduled) Year Ending ..

June 30 TOTAL - u.s. PASSENGERS Carriers

Westbound 1946 46,475 43,953 1947 85,838 63,266 1948 126,138 89,780 1949 148,986 106,457 1950 161,091 106,908 1951 180,465 107,195 1952 194,914 114,659 1953 251,303 142,153

1954 309,648 177,124 1955 370,026 231,861

Eastbound" 1950 135,804 88,020 1951 137,733 82,990 1952 177,432 100,768 1953 245,718 143,928 1954 274,001 155,755 1955 338,163 206,111

"Figures for eastbound passengers not available until 1960.

Source: 65.

Other

2,522 22,572 36,358 42,529 54,183 73,270 80,255

109,150 132,524 138,165

47,784 54,743 76,664

101,790 118,246 132,052

By SEA, PASSENGERS

112,943 239,163 314,714 330,782 427,113 401,243 458,427 397,018 419,559 452,520

296,996 262,378 308,fi4 354,494 379,119 377,932

I l


PASSENGER RATES, Yield per Passenger-mile, in Cents

Type of Airline Travel

Domestic Trunk Line All classes ................. . Coach ............. : ....... . Family Plan ............•... All other ................... .

Local Service ................... . International. .................. . Territorial (excluding Alaska) .... . Large Irregulars

N.A.-Not available. EEstimate. Sources: 2, 38.

1954

5.39 4.26 4.62 6.00 6.04 6.83 7.27 3.20E

SUMMARY OF u. s. AIR TRAFFIC TRENDS, 1948 TO DATE

Year Domestic Local Inter- Terri-Ending TOTAL a Trunk Service national torialand June 30 Lines Carriers Carriers Alaska

-Revenue Passenger-Miles

(Millions) 1948 7,913 5,931 64 1,868 N.A. 1953 18,481 13,398 371 3,261 115 1954 20,326 15,128 412 3,523 118 1955 23,836 17,770 500 4,108 124

Cargo Ton-Miles (Millions)

1948 137 89 • 46 N.A. 1953 450 182 2 89 3 1954 436 190 2 97 4 1955 468 219 3 101 7

Mail Ton-Miles (Millions)

1948 50 36 • 14 N.A. 1953 95 69 1 23 2 1954 107 76 1 29 1 1955 131 83 1 46 1

N.A.-Not available.

1955

5.34E 4.36E N.A. N.A. N.A. 6,69E N.A. N.A.

53

Other Carriers

.... 1,336 1,145 1,334

.... 174 143 138

.... .... .... .... a "Total" may exceed the listed components because subtotals for "Not Available" items may

be included. & Less than one-half million. Source: 37.


Freight and E x press

Freight ton miles for the scheduled industry increased from 236,623,-000 in 1954 to 280,938,000 in 1955, an increase of 18.7 p er cent, while express ton miles gained from 41,175,000 in 1954 to 51,075,000 in 1955, an increase of 24 per cent. Mail ton miles went up from 118,293,000 in 1954 to 142,209,000 in 1955, an increase of about 19 p er cent, and foreign mail ton miles rose nearly 7 p er ce~1t from 7,338,000 in 1954 to 7,842,000 in 1955.

EMPLOYMENT, WAGES, AND AVERAGE ANNUAL EARN ING S IN THE TRANSPORTATION I NDUSTRY, 1954

Air T rans- H igh-

ALL porta-ALL T RANS- t ion Rail-

way Trans-

I NDUSTRY PORTA- (Com- roads porta-TION mon tion

Car-rier )

Full-Time Equivalent Employees (T hous-ands) . .. ...... . ..... 53,311 2,562 n o 1,209 926

Wages and Salaries (Million Dollars) ..... $196,244 $11,691 $562 $5,489 $4,109

Average Annual Earn-ings per Full T ime Employee . ... . ..•.. $3,681 $4,564 $5,109 $4,540 $4,437

Source: 18.

Wat er , P ipe-!he. and

Other Trans-porta-

tion

'll7

$1,531

$4,830

AJRLINES AND 'l'HANSPOR.'l'A'l'ION 55

DEYI<:LOPII IEKT OF Vi70RLD CIVIL Am Tn..,\KSPORT

(Scheduled Services-International and Domestic, Excluding China and USSR) 1919 TO DATE

Passen- Passen- Cargo Mail Average Average Miles T on- Ton- No. of Miles F lown

gers ger-Flown Year Carried Miles Miles Miles Passen-

(mil- (mil- (mil- (mil- (mil- gers Per Per lions) lions) lions) lions) lions) Aircraft Passen-

ger

1919 1 N.A. N.A. N.A N .A. N.A. N.A. 1929 57 N.A. 132 N .A. N .A. 2.3 N.A. 1934 101 N .A. 405 N.A. N .A. 4.0 N.A. 1939 185 N .A. 1,262 N.A. N.A. 6.8 N.A. 1944 257 N .A. 3,412 N .A. N.A. 13.3 N.A.

1949 836 26.5 14,478 390 128 17.3 546 1954 1 ,265 .:19.0 :-12,620 760 223 25.8 553 1955 1 ,-1-07 09 .0 :~8 . :)30 907 257 27.4 559

N.A.- Not ava il able.

Sou rces : 55 , 50 , 60 , D l) .

56 AVIATION "li'ACTS AND FIGURES, 1!J5G

Air Traffic Control

A major problem facing'the air transport industry is the Yanishing air space for flight operations. Air space is becoming a critical problem as more and more aircraft, flying at greater speeds, use it. The govern· ment has completed a report on the subject and a Special Assistant for Aviation Facilities Planning, who reports to the President, was appointed to· aevelop an air traffic control system suited for the nation's future needs. · ·

AVERAGE PASSENGER LOADS, 1939 TO DATE

(Passenger-Miles per Vehicle-Mile)

Year

1939 1944 1949 1953 1954E

E Estimate.

Sources: 2, 62.

RR Coaches

17.0 41.0 23.6 23.7 23.2

Sleeping &Parlor

Cars

9.3 20.3 11.0 10.1

9.7

AllRR Class I Scheduled Passenger Inter-City Domestic

Cars Busses Airliners

13.4 16.4 7.9 31.9 24.9 15.2 18.1 18.4 19.2 17.7 18.3 29.2 17.5 18.1 30.5

THE TEN LEADING PASSENGER TRANSPORT CoMPANIEs

(Millions of Revenue Passenger Miles")

1955 American Airlines . . . . . . . . . . . . 4,266 United Air Lines ............. 3,754 Eastern Air Lines . . . . . . . . . . . . 3,342 Pennsylvania Railroad . . . . . . . . 3,324 New York Central System ..... 2,897 Trans World Airlines . . . . . . . . . 2,866 Atchison, Topeka & Santa Fe

Railway System . . . . . . . . . . . . 1,943 Union Pacific Railroad Com-

pany ...................... 1,437 Southern Pacific Company ..... 1,295 New York, New Haven & Hart-

ford Railroad Company ..... 1,208

1954 Pennsylvania Railroad ........ 3,447 American Airlines . . . . . . . . . . . . 3,372 United Air Lines ............. 3,135 New York Central System ..... 3,041 Eastern Air Lines ............ 2,847 Trans World Airlines . . . . . . . . . 2,611 Atchison, Topeka & Santa Fe

Railway System . . . . . . . . . . . . 1,948 Union Pacific Railroad Com-

pany ..................... 1,419 Southern Pacific Company ..... 1,:; l2 New York, New Haven & Hart-

ford Railroad Company ..... 1,274

• Excludes commuters and multiple ride passenger•. Note: Data do not include foreign operations of the airlines.

Sources: 38, 61.

L


U. S. ScHEDULED AIRLINES-AIRCRAFT IN SERVICE BY MAKE AND MoDEL 1941 TO DATE

Domestic International a

Aircraft Aircraft Make& 1941 1952 1953 1954 1955 Make & 1941 1952 1953 1954 Model Model

57

1955

-------- ----------Bell

B47D,G .. 6 6 6 7

Boeing Boeing 247D 27 . . .. .. . . 307 3 .. .. 307 5 . . . . . . . . 314 8 .. .. 377 .. 16 16 11 10 377 .. 28 27

Convair Convair 240 . . 99 90 92 93 240 .. 14 14 340 .. 25 103 121 123

Douglas Douglas DC-3, 3S 280 381 331 299 301 DC-2 3 .. .. DC-4 .. 124 126 109 100 DC-3 45 21 24 DC-6, 6B .. 161 175 185 190 DC-4 .. 46 45 DC-7 . . .. 10 61 77 DC-6, 6A,

6B .. 25 42 DC-7 .. .. ..

Lockheed Lockheed 10 16 . . . . . . .. 10 2 .. . . 18 13 11 11 11 9 18 3 .. .. L49 . . 37 37 37 44 L49 .. 14 9 649 . . 5 5 3 .. 749 .. 59 62 62 58 1049 .. 24 31 37 61

Martin Martin 2-0-2 . . 21 25 25 19 130 1 .. .. 4-0-4 .. 96 100 100 100

Sikorsky Sikorsky 851 . . 3 3 3 2 842B 4 .. .. 855 . . 5 8 11 10 843 1 .. ..

Vickers 744 . . .. . . . . 8

---------- ----TOTAL 341 1078 1139 1175 1212 TOTAL 70 148 161

---------- ----Single Eng. . . 9 17 20 19 Twin Eng. 336 643 660 648 645 Twin Eng. 54 35 38 Four Eng. 3 426 462 507 548 Four Eng. 16 113 123

a Exc·ltules ~ertnin nit·rrnft u•ecl in hoth domestic nncl internntionnl operations Sourc·es: 32, 35.

. . . .

. . .. 2i 26

10 5

.. .. 22 18 31 28

62 60 . . 5

.. . .

.. .. 9 5

.. ..

. . .. . . ..

----161 147 ----

32 23 129 124


Military Air Travel Movement of military personnel by scheduled carriers produced a net

gain to the government of $9,800,000 in terms of per diem payable and the base pay of a private. The savings in man-hours of productive time amounted to 20,165,301. The airlines provided during 1955 more than 843,900,000 passenger miles of transportation to the various military agencies. ]n addition, the airlines through the Civil Reserve Air Fleet maintain a fleet-of aircraft to aid in national emergencies. The fleet is composed of 45 per cent of the airlines' biggest and fastest airliners now flying in scheduled service. The fleet has an airlift capacity estimated at 566,000 available ton-miles an hour.

AIRCRAFT IN SERVICE ON WORLD AIRLINES

(Members of International Air Transport Association-Dec. 31, 1954)

Aircraft by Country in Which Manufactured

GRAND TOTAL ----------------------------------:-~-----

.Made in the United States --------------------D C-7 ---------------------------------------------------DC -6 ------"--------------------------------------------DC -4 -------------------------------------------------DC-3 -----------------------------------------Constellation -------------------------------------Convair 340 ---------------------------------------Convair 240 -------------------------------------Stratocruiser and Stratoliner ---------Martin 4-0-4 and 2-0-2 -----------------All other ----------------------------------------------

Made in Great Britain ------------------------------Viking ··------------------------------------------------Viscount ----------------------------------------------Bristol 170-171 ---------------------------------DH Dragon Rapide --------------------------DH Heron --------------·---------------------------All other _______________ -------------------------------

Made in Canada ---------------------------------------Made in other countries --------------------------

Source: 58.

.. Number

of Aircraft

~,476

; 2,143

252

53 28

59 335 223 727 265 141 136

56 118

83

39 43 31 25 27 87

Percent of

Total

100.0

86.6

10.2

2.1 1.1

••

A 1RLINES AND TR.ANSPORTATION 59

EsTi lll L\TED INTERCITY PASSENGER TRAFFIC, BY TYPE, 1916 TO DATE

I Domestic I nland Year T OTAL Air Railroads• Highways

Carriers Waterways

Billions of Passenger-Miles

1916 36.0 b 35 .2 b .8 1939 270.7 .7 22 .7 245 .9 1.5 1941 310 .6 1.4 29.4 278 .0 1.8 1944 233 .9 2.2 95 .7 134.1 1.9 1947 351.3 6 .1 46 .0 297.4 1.8 1951 449.2 11.7 35.3 400.8 1.4 1954 591.2 17.9 29.4 542.2 1.7 1955 640.0E 19.8 28.5 590.0E 1.7E

Percent 1916 100.0 b 97.8 b 2.2 1939 100 .0 .3 8.4 90.8 .5 1941 100 .0 .4 9.5 89 .5 .6 1944 100 .0 1.0 40.9 57 .3 .8 1947 100.0 1.7 13 .1 84.7 .5 1951 100.0 2 .6 7 .9 89.2 .3 1954 100.0 3.0 5.0 91.7 .3 1955 I 100.0 3.1 4.4 92.2 .3

a Includes commutat ion and electrified di vis ions of steam rail way compan ies, but excludes electric railways.

• Negligible . Sources : 1 3 , 15, 29, 32, 61.


DoMESTIQ.AIRMAIL RATES, SINCE 1918

Effective Date Rate

1918, May 15. . . . 24¢ per ounce or fraction July 15..... 16¢ for first ounce or fraction Dec. 15. . . . 6¢ per ounce or fraction

1919, July 1G ..... 2¢ per ounce 1924, July 1. ..... · 8¢ per ounce or fraction per zone

1925, July 1.. . . . . 10¢ per ounce or fraction

1926, Jan. 19..... 10¢ per ounce for fraction up to 1 ,000 miles

Sep. 4-11. . . Special rates for special services 1927, Feb. 1. . . . . 10¢ per half ounce or fraction 1928, Aug. 1..... 5¢ for first ounce or fraction

1932, July 6 ...... 8¢ for first ounce or fraction 1934, July 1...... 6¢ per ounce or fraction 1944, Mar. 26.... 8¢ per ounce or fraction

1946, Oct. 1...... 5¢ per ounce or fraction 1949, Jan. 1..... . 6¢ per ounce or fraction

4 ¢ per postal card or post card 1953, Oct. 6 ...••

Sources: 63, 88;

Note

10¢ of this for special delivery 10¢ of this for special delivery

3 zones established

Overnight airmail New YorkChicago

More for greater distances

Varying from 8 to 32¢ Zoning abandoned

Overseas mail to servicemen 6¢ per half ounce

Starting October 6, 1953 experimental airlift of 3c mail on a "space available" on aircraft basis between Washington-New York-Chicago.

TRANSPORTATION AcciDENT DEATH RATES 1954

Death Passenger Rate per

Kind of Transportation Miles Deaths 100,000,000 (Millions) Passenger

Miles

Passenger Deaths in-passenger automobiles and taxis ...... 850,000 22,500 2.6 busses .............................. 55,000 60 0.11 railroad passenger trains .............. 29,320 23 0.08 scheduled air transport planes ......... 17,390 16 0.09

All Deaths connected with the operation of passenger automobiles and taxis ...... 850,000 31,000 3.6 busses .............................. 55,000 480 0.9 railroad passenger trains .............. 29,320 998 3.4 scheduled air transport planes ......... 17,390 25 0.14

Source: 79.

AIRLINES AND TRANSPORTATION 61

DOMESTIC SCHEDULED AIRLINES-OPERATORS, EQUIPMENT, AND SPEED

1926 TO DATE

As of December Operators

31

·1926 13 1927 18 1928 34 1929 38 1930 43

1931 39 1932 32 1933 25 1934 24 1935 26

1936 24 i937 22 1938 16 1939 18 1940 19

1941 19 1942 19 1943 19 1944 19 1945 20

1946 24 .1947 28 1948 31 1949 37 1950 38

1951 38 1952 35 1953 32 1954 32 1955 31


Aircraft in

Service

N.A. N.A. 268 442 497

490 456 418 423 363

280 291 260 276 369

370 186 204 288 421

674 810 878 913 960

981 1,078 1,139 1,175 1,212

Passenger Fatalities

Average Route Average per :Million Available Mileage Speed, Passenger-

Seats Operated M.P.H. :Miles Flown

N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. 30,293 N.A. N.A.

N.A. 30,857 N.A. N.A. 6.61 28,956 N.A. N.A. 7.59 28,283 N.A. N.A. 8.86 28,609 N.A. N.A.

10.33 29,190 N.A. N.A.

10.67 29,797 N.A. N.A. 12.52 32,006 N.A. N.A. 13.91 34,879 N.A. 4.5 14.66 36,654 N.A. 1.2 16.54 42,757 N.A. 3.0

17.54 45,163 N.A. 2.3 17.91 41,596 N.A. 3.7 18.34 42,537 N.A. 1.3 19.05 47,384 155.6 2.2 19.68 48,516 155.4 2.2

25.25 53,981 160.2 1.2 29.93 62,215 168.2 3.2 32.37 6",702 171.9 1.3 35.03 7~.667 179.0 1.3 37.47 77,440 181.2 1.1

39.55 78,913 184.6 1.3 42.71 77,894 190.8 0.4 46.07 78,384 197.8 0.6 50.06 78,294 205.8 0.1

51.62 78,992 209.0 O.SE

62

..

A VIA'!' ION FACTS AND FIGURES, Hl:JG

AIR VS. RAILROAD PASSENGER TRAVEL

1937 TO DATE (Passenger-Miles in Billions)

Railroads (excluding D.<?mestic Air Carriers Commutation) Year

TOTAL Scheduled Irregular TOTAL Pullman Coach

1937 .4 .4 - 21.6 9.2 12.4

1938 .5 .5 - 18.5 8.3 10.2

1939 .7 .7 - 19.6 8.5 11.1

1940 1.1 1.1 - 20.7 8.2 12.5

1941 1.4 1.4 - 26.2 10.1 16.1

1942 1.4 1.4 - 50.0 19.1 30.9 1943 1.6 1.6 - 83.8 25.9 57.9 1944 2.2 2.2 - 91.7 28.3 63.4 1945 3.4 3.4 - 86.7 27.3 59.4 1946 6.0 5.9 N'.A. 59.7 20.7 39.0

1947 6.3 6.1 N.A. 41.2 13.5 27.7

1948 6.3 6.0 N.A. 36.5 12.2 24.3

1949 7.4 6.8 .6 30.8 10.5 20.3

1950 8.8 8.0 .8 26.6 9.2 17.4

1951 11.7 10.6 1.1 29.4 9.9 19.5

1952 13.8 12.5 1.3 29.1 9.3 19.8

1953 16.1 14.8 1.3 27.2 8.2 19.0

1954 17.9E 16.8 1.1E 25.0 7.3 17.7

1955 20.9E 19.8 1.1E 24.2 I 6.9 17.3

EEstimate. N.A.-Not available. Sources: 2, 32, 38, 61.

Air as Percent of Railroad

1.9

2.7

3.6

5.3

5.3

2.8

1.9

2.4

3.9

10.1

15.3

17.3

24.0

33.1

39.8

47.4 59.2

70.4

86.4


AMERICA'S TRANSPORTATION NETWORK (Thousands of Miles}

Medium of Transportation

Airways - Domestic ........•••••••••.....•.... Railroads - Road Owned ...................... . Total Rural Roads ................•.•....•.....

Surfaced .............•.......•••....•..... Federal-Aid Primary Highways ......•........... Petroleum Pipelines ............•.••............ Waterways and Great Lakes ................... .

Sources: 2, 13, 29, 30, 32, 39, 64.

1930

30 249

3,009 649 193

89 28

AvERAGE REVENUE PER PASSENGER-MILE, 1926 TO DATE (Cents}

AIRLINES

Year Domestic Scheduled

1926 12.0 1937 5.6 1947 5.1 1952 5.55 1953 5.45 1954 5.39 1955 5.34E

N.A.-Not available. E Estimate. Sources: 2, 4, 38, 62, 77.

Domestic Non-

Scheduled

---

3.20 3.20 3.20E 3.20E

RAILROAD

Coach Pullman (Excluding (Total} Commuter)

3.35 N.A. 1.80 3.08 2.02 3.53 2.53 4.60 2.53 4.68 2.50 4.66 2.47 4.62

1954

78 221

3,030 1,906

234 139

23

INTER-

CITY

Bus

2.96 1.73 1.70 2.02 2.06 2.06 2.07

63

.

.. 64 AVIATION FACTS AND FIGURES, 1956 ..

U.S. INTERNATIONAL SCHEDULED AIRLINES-OPERATORS,

EQUIPMENT, SPEED, 1928 TO DATE

Asof ··· December Operators

31

1928 1 1929 4 1930 3 1931 3 1932 3

1933 3 1934 2 1935 2 1936 2 1937 2

1938 2 1939 2 1940 3 1941 3 1942 3

1943 3 1944 3 1945 4 1946 9 1947 12

1948 13 1949 13 1950 12 1951 12 1952 13

1953 14 1954 15 1955 15


Aircraft in

Service

57 83

103 100 108

86 99

101 94 92

73 84 68 83 68

70 70 97

147 154

175 177 160 140 148

161 161 147

Average Route Miles Average Available Operated Speed

Seats (thousands) M.P.H.

N.A. N.A. N.A. N.A. N.A. N.A. N.A. 19.2 N.A. N.A. 19.5 N.A. N.A. 19.6 N.A.

N.A. 19.4 N.A. N.A. 22.2 N.A. N.A. 31.3 N.A. N.A. 32.0 N.A. N.A. 32.0 N.A.

16.9 35.0 N.A. . " 17.7 43.5 N.A.

18.3 52.3 N.A. 18.0 N.A. N.A. 17.7 N.A. N.A.

17.5 27.2 N.A. 18.5 29.7 149.2 18.9 38.9 150.7 27.2 66.4 166.3 35.2 95.5 191.1

35.1 105.9 198.5 36.6 109.0 207.1 41.0 106.4 218.4 46.4 108.8 223.5 49.1 110.5 226.8

52.3 112.3 229.9 56.9 111.8 N.A. 57.03 114.0 245.4

Passenger Fatalities

per Million Passenger-

Miles Flown



13.0 12.8 N.A. 1.2

N.A.

3.9 5.3 3.7 3.5 1.1

1.0 N.A.

2.1 1.1 3.0

0.1 N.A.

0.04E

AIRLINES AND TRANSPORTATION 65

U.S. INTERNATIONAL ScHEDULED AIRLINEs-PASSENGER SERVICE

1929 TO DATE

Passengers Carried a

Year (Thou-sands)

--------1929 11.5 1930 33.0 1931 59.2 1932 71.5 1933 74.4

1934 96.8 1935 111.3 1936 87.7 1937 112.3 1938 N.A.

1939 136.1 1940 170.2 1941 235.8 1942 276.2 1943 292.9

1944 356.7 1945 493.5 1946 1,066.4 1947 1,359.7 1948 1,372.9

1949 1,520.1 1950 1,675.5 1951 2,041.8 1952 2,365.5 1953 2,700.4 1954 2,875.0 1955 3,415.0

~J Estimate. N.A.-Not available.

Passenger Seat-Miles Flown

(Millions)


N.A. N.A. N.A. N.A. 116.1

134.4 175.5 248.3 313.1 307.5

391.3 583.4

1,553.7 2,924.3 3,292.8

3,624.7 3,695.4 4,327.7 4,850.9 5,472.5 6,288.0 7,029.0

Revenue Revenue Average I

Passenger Passenger- Passenger Revenue

Miles Load per Flownb Factor Passenger

(Millions) (Percent) Mile (Cents)

N.A. N.A. N.A. 18.6 N.A. N.A. 14.2 N.A. N.A. 20.8 N.A. N.A. 25.0 N.A. N.A.

36.8 N.A. N.A. 46.0 N.A. N.A. 41.8 N.A. N.A. 53.7 N.A. N.A. 53.2 45.83 8.33

71.8 53.46 8.57 99.8 56.88 8.83

162.8 65.57 8.61 237.0 75.68 8.85 244.2 79.42 7.92

310.6 79.37 7.82 448.0 76.78 8.67

1,100.7 70.85 8.31 1,810.0 61.90 7.77 1,889.0 57.38 8.01

2,054.0 56.67 7.72 2,206.4 59.71 7.28 2,599.8 60.08 7.10 3,021.0 62.28 7.04 3,385.6 61.87 6.87 3,750.0 59.63 6.79 4,419.0 62.87 6.69E

0 1929·1946: Total passengers; 1947 to date: Revenue passengers only. • 1930·1937: Total passenger-miles; 1938 to date: Revenue passenger-miles.

Sources: 32, as.

Average Length of Trip (Miles)

N.A. 464 238 289 315

351 381 414

'416 487

557 614 713 880 874

910 942

1,057 1,332 1,376

1,351 1,316 1,273 1,277 1,254 1,314 1,294


DOMESTIC SCHEDULED Amt.INES-PASSENGER SERVICE, 1926 TO DATE

Passengers Carried"

Year (Thou-. san~~

1926 5.8 1927 8.7 1928 48.3 1929 161.9 1930 384.5

1931 472.4 1932 476.0 1933 502.2 1934 475.5 1935 678.5

1936 931.7 1937 985.1 1938 1,197.1 1939 1,734.8 1940 2,802.8

1941 3,848.9 1942 3,136.8 1943 3,019.7 1944 4,046.0 1945 6,476.3

1946 12,213.4 1947 12,890.2 1948 13,168.1 1949 15,080.7 1950 17,343.7

1951 22,652.2 1952 25,009.8 1953 28,721.0 1954 32,343.0 1955 38,026.0

E Estimate. N.A.-Not available.

Passenger Revenue Seat- Passenger-Miles Miles Flown Flownb

(Millions) (Millions)

.. N.A. 1.0 N.A. 3.0 N.A. 13.0 N.A. 41.0 N.A. 85.1

N.A. 107.0 303.6 127.4 373.8 174.8 367.8 189.9 577.7 316.3

686.2 439.0 836.2 411.5 951.5 . 479.8

1,215.2 - 682.9 1,817.1 1,052.2

2,341.9 1,384.7 1,963.6 1,418.0 1,857.0 1,634.1 2,436.8 2,178.2 3,815.6 3,362.5

7,556.5 5,948.0 9,373.8 6,109.5

10,385.1 5,981.0 11,672.9 6,752.6 13,064.5 8,002.8

15,565.7 10,566.2 19,098.0 12,528.3 23,263.2 14,760.3 26,851.4 16,768.7 31,299.0 18,819.0

I

Average Revenue Passenger Average

Passenger Revenue Length Load per of Trip

Factor Passenger- (Miles) (Percent) Mile

(Cents) ----- ----

N.A. N.A. N.A. N.A. N.A. N.A. N.A. 11.0 N.A. N.A. 12.0 N.A. N.A. 8.3 221

N.A. 6.7 226 N.A. 6.1 268 N.A. 6.1 848 N.A. 5.9 399 N.A. 5.7 415

N.A. 5.7 421 49.22 5.6 418 50.43 5.2 401 56.20 5.1 394 57.90 5.1 375

59.13 5.0 360 72.22 5.3 452 88.00 5.3 541 89.39 5.4 538 88.12 5.0 511

78.71 4.6 487 65.12 5.1 474 57.59 5.8 454 57.85 5.8 448 61.26 5.6 461

67.88 5.6 466 65.60 5.6 501 63.45 5.5 514 62.45 5.4 518 62.29 5.3E 521

11 1926-1934: Duplicated revenue and nonrevenue passengers. 1935-1941: Duplicated revenue passengers. 1942 to date: Unduplicated revenue passengers.

& 1926·1936: Includes nonrevenue passenger-miles. Sources: 32, 38.

General utility aviation, once consider ed only an interesting sidelight t o airline operations, bas made spe.;tacular strides sin ce the end of ViTorld V,T ar II. For exampl e, general aviat ion rli es three times as many hours as the commercial airlines and of the total U. S. act ive civil air fleet of 60,400 planes, it accounts for all but 1,500 aircraft used by airlines. 'fhe domestic a irlines fl ew an estimated 3,200,000 hours in 1955; Civil Aeronautics Administration estimates that general u t ility av iation flew 9,500,000 hours.

During r ecent years there bas been a dramatic increase in the production and use of single and multi-engine aircraft for business, industry and agriculture. The utility aircraft industry shipped 4,434 units valued at $68,258,000 in 1955, compared with deliveries of 3,071 units valued at $43,461,000 in 1954. This is a 44 per cent increase in units and a 57 per cent increase in dollar value.

'l'he six principal areas covered by general u tility aviation are : business, industry, agriculture, aerial taxis and pleasure or sport. 'fhe execut ive aircr aft, which is widely used by businessmen, has had a profound effect on Am eri can business. B efore ·world W ar II, most U.S. industries oper ated ce ntralized organizations. During the last two decades, how-

67

68 AVIA'l'ION FACTS AND FIGURES, 1956

Ams TO Am.NAVIGATION, 1926 TO DATE

Civil Airways Radio Range Federally

Inter- Com-Non- Operated Traffic Mileage Stations direc- Control Facilities state bined

tional Airways Sta-Year

Low and Very Radio Com- tion Con-· Direct munica- Tow-

Medium High Bea- Airport Airway tion trolled VOR ers Fre- Fre- cons Towers Centers Stations Airways Airways

quency quency --

1926 2,041 - - - - - - - -1931 17,152 - 47 - 46 - - - -1936 22,245 - 146 - 57 - - 203 -1941 36,062 - 323 8 48 - 14 415 -1946 44,145 - 364 50 74 115 29 397 -

1951 74,424 - 375 385 152 157 31 427 34 1953 72,097 54,490 368 392 181 115 31 395 53 1954 69,359 6<1,995 346 403 170 104 :n ::176 70 1955 67,770 81,209 344 424 175 100 31 364 75

Sources: 32. 35.

ever, there has been a strong trend toward decentralized operations. This trend has generated a demal!d for faster means of travel. Today's businessman cannot spend three or four days travelling to do one or two days of productive work. Through use of the executive aircraft, he can double and often quadruple his productivity.

General aviation also has brought about a revolution in agriculture. The Department of Agriculture and the Civil Aeronautics Administration estimate that aerial application of insecticides and fungicides and fertilizers adds about $3,000,000,000 annually to the farm income and protects millions of potential board feet of lumber in our national forests.

Business flying alone accounted for 4,300,000 hours in 1955 compared with 1,068,000 hours in 1946, a four-fold increase. The wide and growing

LANOINr. AIDS TO AIR NAVIGATION', 1941 TO DATE

Calendar Year Instrument Landing Systems

Precision Approach Radar

Airport Surveillance Radar

--------- ---------------- -----·-------1941 1 1946 31 1951 97 10 10 1952 120 10 10 1953 143 10 17 1954 1!5::1 10 28 1955 157 10 31

Sources: 82, 85.

GENERAL UTILITY AVIATION 69

use of business aircraft demonstrates that industry is able to justify their operation economically.

This steady growth is due to three principal factors: 1. Its worth as a profitable tool of business. 2. Improvement of the aircraft. 3. Ability of the user to obtain greater utilization.

CERTIFICATED CIVIL PILOTS AND STUDENT PILOTS, 1927 TO DATE

Certificated Airplane Pilots As of De-cember 31

TOTAL Airline Commercial Private PILOTS Transport

1927 1,572 .. N.A. N.A. 1928 4,887 .. N.A. N.A. 1929 10,287 .. 6,053 4,162 1930 15,280 .. 7,847 7,433 1931 17,739 .. 8,513 9,226

1932 18,594 330 7,967 10,297 1933 13,960 554 7,635 5,771 1934 13,949 676 7,484 5,789 1935 14,805 736 7,362 6,707 1936 15,952 842 7,288 7,822

1937 17,681 1,064 6,411 10,206 1938 22,983 1,159 7,839 13,985 1939 33,706 1,197 11,677 20,832 1940 69,829 1,431 18,791 49,607 1941 129,947 1,587 34,678 93,782

1942 166,626 2,177 55,760 108,689 1943 173,206 2,315 63,940 106,961 1944 183,383 3,046 68,449 111,888 1945 296,895 5,815 162,873 128,207 1946 400,061 7,654 203,261 189,156

1947 433,241b 7,059b 181,912b 244,270b 1948 491,306• 7,762• 176,846• 306,699• 1949 525,174 9,025 187,769 328,380 1950 d d d d

1951 580,574 10,813 197,900 371,861

1952 581,218 11,357 193,575 376,286 1953 585,974 12,757 195,363 377,854 1954 613,695 13,341 201,441 398,913

N.A.-Not available. a Airline Transport Rating became effective May 5, 1982. • As of Apri11, 1948. cAs of May 1, 1949. d No survey made. Sourc~s: 32, 35,

Student Pilot

Approvals During Year

545 9,717

20,400 18,398 16,061

11,325 12,752 11,994 14,572 17,675

21,770 15,556 29,839

110,938 93,366

93,777 36,802 51,276 77,188

173,432

192,924 117,725 49,675 44,691 46,003

30,537 37,397 43,393

Glider Pilots

---178 267

209 149 109 145 138

161 172 170 138 160

211 1,435 2,412 2,438 N.A.

2,996b 3,143• 3,291

d

3,300

3,365 3,402 3,512


There are four main types of aircraft used in general aviation: 1. Small one- and two-place aircraft with 65 to 150 horsepow<>t'

engines, and speeds of from 70 to 125 miles per hour. They are used for instruction, light agricultural use and sport flying.

2. Three- and four-place aircraft powered with engines from 125 to I 200 horsepower. They have cruising speeds of 120 miles per hour or more, an endurance of three to four hours without refueling,

HOURS FLOWN BY UTILITY AIRCRAFT, 1931 TO DATE

I nstructionai! Commercial4 Business6 Pleasm·e,

TOTAL etc. Calendar (Thousands

Year of Hours) , Hours Per- Hours Per- Hours Per- Hours Per-OOO's cent OOO's cent OOO's cent OOO's cent

------------------1931 1,083 307 28.3 281 25.9 152 14.1 343 31.7 1941 4,460 2,816 63.1 511 11.5 250 5.6 883 19.8 1951 8,451 1,902 22.5 1,584 18.8 2,950 34.9 2,015 23.8 1952 8,186 1,503 18.4 1,727 21.1 3,124• 38.2 1,832 22.3 1953 8,527 1,248 15.0 1,649 19.0 3,626 42.0 2,004 24.0 1954 8,963 1,292 14.4 1,829 20.4 3,875 43.2 1,967 22.0 1955 9,500 E E' NA NA NA NA 4,300 NA NA NA

a Includes contract, industrial, and commercial agricultural flying. • Includes flying for corporate or executive purposes as well as flying on personal business • lnmpnny Busines~ 2.1 million hou.rs; Individual Business 1.0 million hours. E Estimate. Sources: 2, 31.

PUBLIC AIRPORTS BY LENGTH OF RUNWAY AND REGION, JANUARY 1, 1956

Airports by Length of Runway (in feet)

Region TOTAL 0- 3,000- 3,500- 4,200- 5,000- 5,900- 7,000-

2,999 3,499 4,199 4,999 5,899 6,999 &over ---------------------

TOTAL •.....•••••.. 2,713 1,196 342 377 209 337 85 167 --- --- --------- -----

New England ...... 119 62 4 21 11 12 2 7 Middle Atlantic ..... 293 192 33 26 14 20 2 6 East North Central.. 510 285 89 70 18 30 6 12 West North Central. 424 216 62 62 24 28 8 24 South Atlantic ...... 321 112 36 40 33 73 5 22 East South Central .. 111 37 18 20 13 14 1 8 West South Central . ::J23 109 41 61 34 43 16 19 Mountain .......... 294 50 23 46 35 69 28 43 Pacific •........... 318 133 36 31 27 48 17 26

I

Source: 32.

GENERAL UTILITY AVIATION 71

and are extensively used in all categories of general aviation. 3. Four- to five-place aircraft, with from 175 to 300 horsepower.

They cruise at speeds ranging from 125 to 200 miles per hour and are used as executive aircraft.

4. Four- to ten-place, multi-engine aircraft with 150 to 500 horsepower engines. They have a cross-country speed of from 150 to 250 miles per hour, four to seven hours endurance, and are able to duplicate airline type performance and operate in marginal weather.

Apart from the daily use of the general aviation fleet in routine business, industry, and agriculture, this fleet of thousands of light aircraft provides a reserve of transportation which could be vital. Under the conditions which would result from atom bombing, it is reasonable to assume that the usual surface transportation would be either at a stand-still or badly disrupted for many hours following such an attack. But the air lanes would still be open. Light aircraft capable of landing in small areas under emergency conditions could become the chief link between life and death, bringing the supplies and providing the communications necessary to re-establish devastated areas.

CIVIL AIRPLANE PRODUCTION 1937-1945, by Number of Engines and Places

TOTAL By Number of Engines Landplanes, by Place

Year PRODUCTION Single Multi 1-2 3-5 Over 5

1937 2,289" 2,171 118 1,668 460 105 1938 1,823 1,770 53 1,487 258 42 1940 6,785 6,562 167 5,527 1,031 140 1945 2,047 1,946 101 1,929 17 73

1946 to Date, by Type of Use and Number of Places

TOTAL By Type of Use By Place

Year PRODUCTION General Transports 1-2 3-5 Over 5 ---

1946 35,001 34,568 433 30,766 3,802 433 1948 7,302 7,039 263 3,302 3,737 263 1950 3,520 3,391 129 1,029 2,362 129 1951 2,477 2,279 198 614 1,661 202 1952 3,509 3,057 452 3,056 453

1953 4,134 3,825 309 3,822 312 1954 3,389 3,098 291 2,982 407 1955 4,820 4,575 245 3,586 448

N.A.-Not available. a Civil airplane production shown here differs from that on pp 8 & 9. Recent CAA revision

of total civil airplane production not yet carried through all breakdowns. Sources: 23, 32.


As of January 1

1928 .....•..•••••. 1932 .•..••.•.•.... 1935 ....•. ._. .••... 1941 ...•.••....••.• 1951 ........•••••• 1952 .............. 1955 .............. 1956 .............•

N.A.-Not available. EEstimate. Sources: 32, 35.

TOTAL CIVIL AIRCRAFT, 1928 TO DATE

I

TOTAL Active

2,740 N.A. 10,680 N.A.

8,322 N.A. 26,013 N.A. 92,809 60,921 88,545 54,039 92,067 58,994 85,320 60,432

CIVIL AIRCRAFT BY STATES, JANUARY 1, 1955

State Total Activel In- State Total active

----------- ------TOTAL 92,067 58,994 33,073 ----------- ------Alabama .......... ·' 718 445 273 Nebraska ....... 1,737 Arizona ........... 1,258 707 552 Nevada ........ 476 Arkansas ... • • • 0. 0 1,104 636 468 New Hampshire . 221 California ........ 10,635 6,311 .4,324 New Jersey ..... 1,960 Colorado .......... 1,250 816 434 New Mexico .... 830

Connecticut ....... 685 428 257 New York ...... 4,598 Delaware ......... 210 135 75 North Carolina .. 1,615 District of Colum- North Dakota ... 1,148

bia ............. 512 310 202 Ohio ........... 4,436 Florida ........... 2,743 1,359 1,384 Oklahoma ...... 1,958 Georgia ........... 1,255 752 503 Oregon ......... 1,723

Idaho ............. 855 624 231 Pennsylvania ... 3,830 Illinois ............ 5,152 3,487 1,365 Rhode Island ... 203 Indiana ........... 2,786 1,843 9431 South Carolina .. 567 Iowa ............. 2,066 1,634 432· South Dakota ... 1,075 Kansas ........... 2,433 1,664 769 Tennessee ...... 928

Kentucky ......... 721 459 262 Texas .......... 6,829 Louisiana ......... 1,338 821 517 Utah •.......... 503 Maine ............ 515 320 195 Vermont ....... 158 Maryland ......... 913 537 376 Virginia ........ 1,244 Massachusetts ..... 1,406 866 540 Washington •.... 2,297

Michigan ......... 3,940 2,452 1,488 West Virginia ... . ,"4 Minnesota ........ 2,242 1,568 674 Wisconsin ...... 1,908 Mississippi. ....... 936 584 352 Wyoming ....... 514 Missouri. .......•. 2,123 1,522 601 Territories and Montana •.•....... 1,168 888 280 Foreign ...... 1,770

Source: 82.

Inactive

N.A. N.A. N.A. N.A.

31,888 34,506 33,073 24,888

Active In-active

------

1,287 450 288 188 127 94

1,158 802 551 279

2,926 1,672 1,032 583

682 466 2,836 1,600 1,313 645 1,121 602

2,430 1,400 120 83 356 211 807 268 600 328

4,487 2,342 318 185 101 57 697 547

1,559 738

354 220 1,257 651

36.:J. 150

1,055 715

360 600 900 1.200 360 600 900 MILES FLOWN PER YEAR MILE S FLO WN PER YEAR

C I VIL AIRCRAFT", BY Y EAR OF lViANU FA CTURE

As OF JANUARY 1, 1955

Year Number Percent of Total of

Manufacture 92,067 100.0

Prior to 1943 23,919 26.0 1943 5,930 6.4 1944 1,515 1.6 1945 1,819 2.0

1946 26,587 28.9 1947 10,885 11.8 1948 5,387 5.9 1949 2,667 2.9 1950 2,838 3.1

1951 1,851 2.0 1952 2,805 3.0 1953 ::3 ,316 3.6 1954 2,548 2.8

73

a ~umher of r iv il ni rcrnf t. , nctiYc nnd inn cth·e . cOIIllll f' n 'in l tran s port and u t ili t~~ ~ r cr ord cd with Civil Aeronauti f' s A dmini ~ tr n lion.

Source : 33 .

Through the ages man t ri ed mightily to unlock t he secret of winged flight. But it wasn' t un t il the invention of t he internal combustion engine that be was able to achieve t hat ambition.

In 1903, when the "'Wright B ro thers succeeded in bringing powered fli ght into r eality, "fixed-wing" and "rotary-winged" (h eli copter) ''-' princi ples of fli ght were gener ating about the same degTee d interest in aeronautieal circles both here and abroad.

The achievement of powered flight, although it caused a ripple of excitement acr oss the world, was largely of significance only to th e military mind. The milita ry services were quick, of course, to r ealize the tactical advantage of aircr aft in its addition of a t hird dimensional ::1spect to the conduct of war.

It was inevitable because of this factor that aircraft development would p ace the demands placed upon it by the military necessity. Because of the promise of the fi xed-wing aircraft in flying high, fast and faT, the complete significance of the potential utility of the helicopter was largely ignored by the military and th e public for many yea rs.

In 1907, Loui s Breguet in France fl ew a helicopter that weighed half a ton and was dr iven by four rotors. In the '20 's, J na n de la Cien-a. in Spain , ex perim ented with rotary win g fii 12·h t ( non-powerr d autog-iro rotor principle) . His development of the hinged rotor blades, rather than the rigid ty pe, proved an important contribut ion to th e design of practical

*P ronunc ia tion of the name helicopte1· is deri ved from the Grcek- heli.x-mean · ing '' spiral ' ' and pl e1·01t- menning ''wing ' '-the accepted pronun cia tion is hell-i· copter.

74

HELICOPTERS 75

helicopters. The first real distance flight by helicopter was made by Dr. Heinrich Focke from Bremen to Berlin in 1937.

In 1939, the first successful helicopter flight in the Western hemisphere was made by Dr. Igor Sikorsky at Bridgeport, Connecticut.

During World War II, the Army, Navy and Coast Guard began limited use of helicopters in military combat operations. In this period, however, their use was restricted almost completely to light emergency transport and rescue.

Once again, it was in the minds of the military strategists that the great potential of the helicopter was realized and that its development, as a result, was stepped up. The Coast Guard had pioneered during the war years in proving the utility of the helicopter as a rescue vehicle. Then, in 194 7, the Marine Corps formed the first helicopter squadron to test proposed "vertical" combat assault landings in establishment of

No. No. of

Producer of En-Places gines

---Bell 3 1

3 1 3 1 4 1 4 1 2 1 6 1

Doman 8 1

Hiller 3 1 2 2 1 1

Kaman 5 1

Sikorsky 10-12 1 10-12 1 - 2 14 1

YPrtol 22 1

Source: 2.

HELICOPTERS IN PRODUCTION

April1956

Military Designations Com-

HP mercia! Design USAF USA USCG USMC

-----200 47G H-13G H-13G HTL-6 HTL-6 250 47G2 H-13H 200 47H1 250 47-J HUL

1900 61 450 200 XV-3 XV-3 825 204 XH-40 XH-40

400 LZ-5 YH-31

200 12-C H-23-C H-23-C 96 HJ-1 H-32 40 HJ-1 XR.OE

600 KC-600 HOK-1

600 S-55 H-19A H-19C H04S-2G HR.S-1 700 S-55A H-19B H-19D HR.S-3

3800 S56 H-37 HR.2S 1525 S-58B H-34 HUS

&C 1425 H-21 H-21B H-21C

USN

---HTL-6

HUL HSL

XR.OE

HOK-1

H04S-1 H04S-3

HSS ~ ,.,... .....


airheads. A year later the helicopter became an integral unit in air rescue operations of the Air Force.

On March 8, 1946, the first commercial helicopter was certificated for public use. In the ten short years since, the helicopter industry has achieved an enviable record of growth with increasing public enthusias.u for its application across the entire field of transportation.

Rescue Role The great versatility of the helicopter as a rescue vehicle received

worldwide attention during the Korean War with the dramatic vertical evacuation of more than 23,000 United Nations personnel-most of whom would have been lost to the enemy, had their rescue depended upon any other method of delivery.

In 1955, thousands of civilians trapped in the floods of Tampico, Mexico, and in the disaster areas of New England and the West Coast, owed their lives to 'copters and their ingenious crews. In the Tampico area alone, in 6% days of operation, 12 helicopters made 1,121 flights, evacuated 7,661 persons, and distributed 114,957 pounds of food.

As a direct result of the rescue record performed by industry-owned and military helicopters, the ;Federal Civil Defense Administration in November, 1955, issued a memorandum to all state and local governments whereby the FCDA would provide matching funds on a 50-50 basis with any state or city to assist in the purchase of a helicopter. In explaining this program, FCDA Administrator, Governor Val Peterson, pointed out that since 1953, there have been 100 disasters in our country and the helicopter has proved invaluable in each. Therefore, he said, each state should maintain a civilian helicopter fleet, to be used for routine transport, police work, traffic control and aerial survey and as standby rescue vehicles in time of disaster.

Today, the 11 companies comprising the helicopter industry employ more than 18,000 persons in the manufacture of helicopters for both civil and military application. Sales are averaging in excess of $333.5 millions a year, and the industry's backlog by the end of 1955 totaled more than $540 millions. There are 17 models in production, 14 in prototype stage and 7 in the design and development process.

Helicopter Problems New uses for the helicopter in business and by the military are con·

stantly being developed. But along with the explosive growth in accep~ ance of the helicopter by the public has come a new obstacle in the delivery of the hPiicopter 's complete utility. It is obvious that, with its

H gLICOPTERS 77

dl'sign and operational eharae te ristics, the helicopter is markedlY different from th e fixed-\Ying type of aircraft.

For example, r egulati ons defining fixed-wing aircraft rules governing altitude and visibility limitations and approach zone r equirements for landings and takeoffs obviously curtail helicopter operations. Helicopters ean and do slow down in the air and travel at r educed speed as the visibility eonditions existing at a particul a r time require. Furthermore, it is net:essary to r elieve helicopters from altitude r equirements drafted for fixed-wing aircraft in order to permit effective utilization of th eir operational characteristics as short-haul, intra-city, air-bus, and airtrucks. It is also in th e interest of safety to permit helicopters to operate at air traffic levels which are below those at ·which faster, :fixed" ·ing ai1·t:raft ope rate, particularly over congested areas to aYoid the hazards of flight obstacles and collisions.

Nevertheless, only four of the 48 states of the nation r ecognize the helicopter in their statutes as a separate and distinct form of aircraft. To r emedy t his deficiency, the H eli copter Council of the Aircraft Industries Association, in cooperation wi th the Nat ional Association of State Aviation Officials, is striving to bring to the attention of state legislatures th e needed r eYisions in rxisting Jaws to assure the full utility of the helicopter.

ThroH gh dran1ati c eYacuations perform ed in \Hlrtim e, as well as p eacetime emerge nr ies, enryon e is fam ili a r with r escue capabili t ies of

78 AVIATION FACTS AND FIGURElS, 1956

t the helicopter. But more impt>rtant, the helicopter, as a transport ve-hicle, is performing magnificently in round-the-clock scheduled service in Los Angeles, Chicago, New York.

Certainly indicative of the complete air worthiness of the helicopter in civil transport is the fact that, in the six years of scheduled helicopter passenger service in the U. S. and in Europe, tlte1·e has nevm· been a passenger fatality. ··And by way of well deserved tribute to the quality of research, design and engineering teams of the U. S. helicopter industry-all helicopters flown by the world's airlines are of U. S. design and manufacture, or are built abroad under U. S. license.

There is mounting public pressure to integrate the helicopter into community and inter-city transportation systems.

Commercial Operations New York Airways has reported a 300 per cent increase in its sched

uled passenger service. Los Angeles Airways began operating passenger service in November 1954, between Long Beach and Los Angeles Airport and now serves communities as far south as Newport Beach, stopping at the Disneyland heliport en route, west to San Bernardino and north to San Fernando Valley. Helicopter Air Service in Chicago has applied for passenger service in the Chicago area. Today, helicopter service is also available between airports, and airports and cities, in Pittsburgh, Cleveland, Denver and Dallas, and this year will be inaugurated in Duluth. In Europe, the world's :first international helicopter service will expand its present service between Holland, Belgium, North France and Germany to include regular service between Brussels and Paris.

The helicopter airlines in the :five years ending with 1955 have more than doubled the available ton miles of service offered. They increased their revenue passenger miles almost 3lf2 times in 1955, compared with 1954. Their freight ton miles in this same period showed an increase of 26 per cent and their express ton miles rose more than 167 per cent. Total revenues were up 12.3 per cent.

In addition to the New York Police Department and The Port of New York Authority, which use the helicopter in solution of official transportation problems, operating off waterfront, roof-top and airport heliports, the State of Connecticut and I1os Angeles Police Departm<>nt have now added helicopters to their transportation fleet.

Full utilization of the helicopter as a short-haul, city-center to citycenter transport is only limited by lack of ''downtown'' heliports. The establishment of the proposed waterfront heliport in mid-town Manhattan will prove an important step in the realization of city-center to city-center helicopter service.

HELICOPTERS 79

In 1954 about 438 million passengers in the U. S. travelled by common carriers on short-haul trips of less than 250 miles. The airlines carried only 21;2 per cent of these short-haul passengers-but 75 per cent of the passengers who travelled more than 1,000 miles. Railroads and buses carried 14 times as many passengers in short-haul transportation alone as the airlines carried in short-haul and long-haul put together. The market for the helicopter short~haul transport is great-and still virtually untapped.

In this connection, the Helicopter Council is distributing a special printing of The Port of New York Authority's study "Heliport Location and Design'' to aid state and local governments in planning their heliport requirements.

u. s. EXPORTS OF CIVIL ROTARY-WING AIRCRAFT

1948 TO DATE

Year Number Value in Thousands

1948 47 $1,933 1949 31 1,181 1950 38 984 1951 28 899 1952 37 1,411 1953 98 4,873 1954 74 4,044 1955 66 4,165

Source: 23.

SALES AND BACKLOG OF SELECTED HELICOPTER MANUFACTURERS

(In Millions of Dollars)

Total Sales during the Year -----------------------To Military Agencies ---------------------------Civilian Sales ---------------------------------------------

Total Backlog at End of Year ------------------------Military Orders ------------------------------------------Civilian Order~'\ ---·--- --------- --------· -·-------·-------

Source: 2,

1954 $307.4

202.6 104.8

$677.8 584.3 93.5

1955 $333.5

260.1 73.4

$540.1 469.0 71.1

International trade is the basis of developing understanding among nations. Acquiring and retain ing allies has been largely based on the success of economic relations. The presence of American products in foreign nations, and their high rate of acceptability, has played a major role in st rengthening the alliance of the free world.

Free nations during 1955 continued to show a marked preference for all classes of American aircraft and related equipm ent, with ex ports r egistering a 17.7 per cent ga in from $619,000,000 in 1954 to $728,300,000 in 1955. The U. S. aircraft industry r anked fifth in 1955 with respect to value of exports among all American industry.

'l'his overseas business accounted for 8.6 per cent of the industry's total production compared with 7.5 per cent in 1954. 'l'be export business is estimated to have maintained approximately 65,000 workers on the payrolls of the aircraft industry, a gain of 12 per cent over 1954.

80

AIRCRAFT EXPORTS 81

MUTUAL SECURITY PROGRAM, SHIPMENTS OF MILITARY AIRCRAFT OcTOBER 6, 1949-DECEMBER 31, 1955

Total Air Force Navy Period Aircraft Aircraft Aircraft

Shipped ------

TOTAL 7,909" 6,519" 1,390" ------------------

October 6, 1949-March 31, 1950 . . ... . . 28

} } April 1, 1950-September 30, 1950 . . . ... 223 October 1, 1950-March 31, 1951 .... ... 474 818b 283b

April 1, 1951-September 30, 1951 .... . . 376 October 1, 1951-March 31 , 1952 ....... 656 512 144 April 1, 1952-September 30, 1952 .... . . 661 612 49 October 1, 1952-March 31, 1953 ... . ... 1,366 1,202 164 April1, 1953-Septeruber 30, 1953 .... 1,323 1,072 251 October 1, 1953-March 31, 1954 ...... 641 478 163 A pri l1, 1954-September 30, 1954 .... 529 445 84 October 1, 1954--Ma r ch 31, 1955 . . .... 617 478 139 Apri l 1, 1955-September 30, 1955 .. . . 745 660 85 October 1, 1955-December 31, 1955 ... 377 342 35

a R ev ised. Since revis ion of prev iously reported monthly sh ipments is not ava ilable "Total" rloes not ag ree w ith to ta l shipm ent s r eported above.

b Total shipments October 6, 1 949 to S eptember 3 0, 1 951.

Sources : 44 , 45.


UNITED KINGDOM: EMPLOY )lENT AND PRODUCTION IN- THE AIRCRAFT MANUFACTHRING INDUSTRY

Year

1918 1935 1939 1944 1948 1950 1954 1955

N.A.-Not available. E Estimate by official British sources. • As of end of November.

Sources: 56. 57.

Employment

347,112 35,890

355,000 1,821,000

134,219 153,600 238,200" 249,000"

Value of Production

(Million Dollars)

N.A. 69.1

N.A. N.A. 455.2 423.1 624.0E N.A.

However, the problems confronting the industry in increasing its. export business are numerous. The most troublesome is the limited availability of dollar exchange throughout the Free World. Various aid programs of the government tended to alleviate this situation, but many countries that greatly preferred American products were forced to purchase from other sources because of dollar shortages.

The U. S. aircraft industry maintained its leadership in all categories. Aircraft production in the United States exceeds by a substantial margin the total production in the rest of the free world.

Russia's aircraft production is a matter of speculation, and its ex-

UNITED KINGDOM: AERONAUTIC ExPORTS

Annual Million Annual

Million AvPTRJ?P Dollars Dollars

1924-192f! $ 5.6 1949 $125.2 1929-1933 7.1 1950 95.2

1934-1938 16.3 1951 116.5

1939-1943 33.9 1952 121.6 1953 182.0

Hl-1-4--1948 57.7 1954 15fi.9 1955 185.3

Sources: 11, 56.

AIRCRAFT EXPORTS 83

port to satelli te nat ions fo r the most part is military . Even among the " border] ine" nations " ·here the consumer of aviation products bas a free c: hoi ee. thL· prefe rence is predominatPly fo r American equipment. Five of t he leading American manufacturers of aircraft and engines exported direc tly approximate].,· 44 per cent of their commercial production in 1935, a nd it is estimated that th eir expor t business in 1956 will be about the same.

In addition to the substantial export of n ew production aircraft, eng ines and r elated equipment, ther e wa a 133 per cent increase in shipments abroad of u sed and r ebuil t aircraft. These export. amounted to 340 aircraft with a value of more than $1,178,000 in 1934. During 1955 the market soa red with 800 aircraft valued at $37,185,000 being exp orted . This incr ease in one class of aircraft exports is due to the large,

new equipment program of U. S. air carriers . These carriers, accepting delivery of n ew, f aster , more luxurious aircraft, sold many of their older models to airlines abroad.

The British a ircraft industry was assist ed in its export efforts by th e British government through :financing support and delivery against paym ent in ''soft'' currencies. 1'he turboprop Vickers Viscount transport was sold abroad extensively, including the United States, but American manufacturer s have begun production of turboprop and turboj et transports that will find wide acceptance. Several foreign fl ag airlines have already ordered American turboj et transports.


EXPORTS OF C:fvrL AmcRA.I!'T, 1948 TO DATE NEW PASSENGER TRANSPORTS

TOTAL 3,000-14,999 lbs 15,000-29,999 lbs 30,000 lbs & OVt!l

airframe weight airframe weight airframe weight ---

Year Num- Value Num- Value Num- Value Num- Value

her (Millions) ber (Millions) her (Millions) her (Millions)

---1948 91 $37.4 34 $2.4 14 $4.2 43 $30.8 1949 51 22.2 16 1.3 25 7.6 10 13.4 1950 48 40.4 4 .4 15 6.6 29 33.4 1951 26 13.2 13 1.1 1 CJ 12 12.1 1952 25 18.2 9 .6 1 .6 15 17.0 1953 87 79.2 17 1.3 13 7.5 57 87.0 1954 110 93.0 29 2.0 7 4.0 74 70.4 1955 95 81.2 39 2.5 5 2.4 51 76.3

I

NEW UTILITY, PERSONAL AND LIAISON PLANES

TOTAL 3-Places or less 4-Places and over

Year Value Value Value

Number (Millions) Number (Millions) Number (Millions)

1948 935 $4.2 552 $1.5 383 $2.7 1949 510 2.8 235 .7 275 2.1 1950 408 2.2 173 .5 235 1.7 1951 540 3.7 237 1.0 303 2.7 1952 815 5.6 551 3.1 264 2.5 1953 776 5.4 370 1.5 406 3.9 1954 529 4.5 223 1.1 306 3.4 1955 749 7.4 296 1.9 453 5.5

Despite the aids offered to the British aircraft industry in selling their wares, the aviation export records of both nations speak for themselves. During 1955, Great Britain exported $185,300,000 worth of aircraft, engines, parts, electrical equipment, tires and instruments (including both military and civil sales export).

During the same 12-month reporting period of 1955, according to figures compilf:'d by the TT. S. Cf:'nsus Bureau, United States aviation ex-

AIRCRAFT EXPORTS

OTHER

Rotary Wing Aircraft

Year

Number

1948 47 1949 31 1950 38 1951 28 1952 37 1953 98 1954 74 1955 66

a Less than $500,000.

Source: 23.

Value (Millions)

$1.9 1.2

. 9

. 9 1.4 4.9 4.0 4.2

Used Aircraft

Number Value (Millions)

202 $ .7 252 .6 262 .9 300 .9 303 1.5 416 1.5 340 1.2 800 37.1

85

Other

Number Value (Millions)

..... . ....

..... . ....

..... . ....

..... . ....

. . . . . .....

..... . ....

. . . . . ..... 4 .01

U. 8. EXPORTS OF AIRCRAFT ENGINES" FOR CIVILIAN AIRCRAFT, 1948 TO DATE

Year Number Value (Thousands of dollars)

1948b 660 $326 1949b 107 112 1950 247 285 1951 304 509 1952 551 941 1953 347 708 1954 728 1,516 1955 897 2,016

a Under 400 h.p.; data for exports of engines of 400 h.p. and over withheld for "securit:r reasons.''

D Under 250 hp. Souree: 23.


ports amounted to 728,300,000-more than tht·ee f?"mes the British aviation export for the entire yea1·. •

The virtual destruction of the German, Italian, French and Japanese aircraft production capacity and the heavy damage done to the British aircraft industry during World War II has been largely overcome. Th~ U. S. furnished substantial help in the rehabilitation of these industries, most notably in the "off-shore" procurement program. Under this program, the U. S. allocated during recent years large sums for the development and production of military aircraft which were delivered to our Allies. The progress has been remarkable and in the future U. S. manufacturers expect increasing competition in aircraft sales.

CANADA: AIRCRAFT AND PARTS INDUSTRY, 1935 TO DATE

Average Gross Number Number Selling Value

Year of of of Products Plants Employees (Millions of

U. S. Dollars) ---------

1936 7 294 $ .9 1936 7 416 1.3 1937 8 606 1.7 1938 13 1,617 6.9 1939 13 3,696 12.6

1940 19 10,348 24.2 1941 24 26,661 74.0 1942 42 44,886 137.8 1943 46 69,629 223.7 1944 46 79,672 388.2

1946 38 37,812 263.3 1946 16 11,405 36.2 1947 12 9,374 44.3 1948 11 8,049 46.6 1949 14 10,696 69.7

1960 16 10,649 60.2 1961 23 19,198 111.3

1953 43 38,048 398.7 1954 47 35,089 346.0

Sources: 10, 48.

AIRCRAFT EXPORTS

U.S. TOTAL EXPORTS AND EXPORTS OF AERONAUTIC PRODUCTS 1912 TO DATE


87

Year Total United Total Aeronautic Percent of total States Merchandise Products

1912 $ 2,170.3 1915-1918 22,176.7 1921 4,378.9 1929 5,157.1 1939 3,123.3

1946 9,500.2 1952 15,025.7 1953 15,649.0 1954 14,948.1 1955 15,389.7

a Less than .05 percent. Sources: 26, 27, 28, 29, SO.

$ .1 31.5

.5 9.1

117.8

115.3 603.2 880.6 618.9 728.3

UNITED KINGDOM: ORDERS FOR GAs TuRBINE AIRLINERS UP TO APRIL 1, 1956

Number of Units

For Name Total British

Use

Comet 1 & 1a (all delivered) ... 19 10 Comet II .................... 18 18 Comet III ................... 1 1 Comet IV ................•... 19 19 Viscount 700 ................. 225 39 Viscount 800 I I I I I I I I I I I I I I I I I 75 I 38 Britannia 100 ................ 15 15 Britannia 250 o I I I I o I I I I I I I I I I 9 9 Britannia 300 ................ 27 20

Total 408 I 169

Source: 56.

a

.14 a

.18 3.8

1.2 4.0 5.6 4.1 4.7

For Export

9 . . . . ..

186 37 . . .. 7

239

Aircraft and missiles being produced or m development by the United States aircraft industry represent the synthesis of coordinated effort at every level of human endeavor. From the thought of the creative genius to the skill of the production line worker, the lowest c:ommon denominator of American aerial supremacy is training and / or education.

As a result, the most critical capital resource of the aircraft industry t oday is its skilled people. They are in short supply, and because of th e composition of th e work force in th e industry th e problem of r ecruiting and holding competent t echnical, professional and management personnel is acute.

Examination of any big city newspaper will disclose great numbers of opportuniti es in all facets of the aircraft industry for pilots, enginee rs, r esearch scienti sts, electroni c experts, production workers and management exp erts.

f\ew weapons ; such as, supersoni c airc: raft and missil es, with their emphasis on electronics, coupled with new developments in atomic power , have placed a heavy burden on American t echnology and industrial management. The complexes of systems and components of the modern

88

TRAINING 89

aerial weapon arc so inter-related and the skills needed to produce and iutegrate these, so specialized, that only a highly educated and trained individual can perform adequately.

The aircraft manufacturing industry, which has been repeatedly faced with shortages of skilled personnel, undertakes apprentice and inplant traini!lg programs. Some of the larger companies offer advanced courses in various technical aspects of aviation r esearch, development, and production. These companies, hard pressed for qualified technical p ersonnel in most cases, "·ill take qualified engineers in any field and train them to their aeronautical need.

'l'he nation's airlines operate flight and ground schools for the orientation and training of ne\\" employees, and for maintaining a high level of personnel effi ciency.

Today, it is conservatively estimated that some 5,000 industrial organizations, including those of the aircraft industry, have immediate openings for 50,000 engineer and science graduates. There are job openings for very nearly twice the number that the nation 's universities and colleges will graduate in 1956.

In 1953, the aircraft indus try employed 48,500 of the 553,800 professional research engineers and scientists in the United States.

The aircraft industry in 1953 also employed 10.1 per cent of all enginee ring p ersonn el employed by American industry; 1.7 per cent of all chemists; 6.2 per cent of all metallurn·ists . 16.0 per cent of all pbysil·ists; 1-t.l per cent of all math ematician ~. an'd a considerable number of r esearch personnel covering virtually all' other of the physical scien~es.

Of gr eatest concern to the aircraft industry-indeed to the natwn and all its industry-is the incr easing shortage of scien_ti_fi c an~ technical p ersonnel gracluatinn· from our colleo·es and universiti eS. Smce 1949, the annual number ~f t echnical "Tad:ates has been dropping. In 1954,

1 S · t. · f 1 · 1 ": d 1 · ] 9 650 eno·ineers-. • . Ins Itutwns o 11gher earnmg graduate on .Y · ' "'

90 AVIATION FACTS AND :E'IGURES, 1956

nearly two-thirds less than the number r equired by . industry . Russia with whom this nation is engaged in a tremendous and vital race for t echnological supremacy , g raduated two-and-one-half times this number in 1955.

Training in higher mathematics and the sciences should begin in the high school; yet in the last 50 years the proportion of high school students studying alg-ebra has dropped from 50 per cent to 20 per cent; physics from 20 per cent to 4 per cent.

In contrast, the Russian hi gh school graduate is 17 years olcl, ancl ha..s compressed 12 years ·work into t en years by going to school six clays a week ancl takin g fewer holidays th an th eir Am eri can counterparts. 'rhat decade of education includes a full ten years of mathematics, seven years of languages ancl a combined nine years for the sciences of physics, biology , chemistry ancl astronomy.

\Vhile our educational prowess has, until r ecently, presented a bleak picture for the future, public spirited Americans in industry , governn~ e nt , and in our great educa t ional institutions are a roused and · are for thrightly propounding and t aking r emedial action .

The hi gh schools and colleges of the nation, more and more, are increasing their curricula to cover many :fields of aviation. Colleges are, in many cases, offering pre-flight aviation training, and some offer fligh t training. Texas A & lVI College-; for example, with the assistance of the Civil Aeronauti cs Administration is establishin g a special six-weeks flight training school to train pilots in " ae rial applicator" flight. This

I~

TRAINING

CIVIL FLYING SCHOOLS, STUDENTS AND CERTIFICATED PILOTS

1927 TO DATE

Year

1927 1928 1929 1930 1931

1932 1933 1934 1935 1936

1937 1938 1939 1940 1941

1942 1943 1944 1945 1946

1947 1948 1949 1950 1951

1952 1953 195! 1955

N.A.-Not available.

Sources: 82, 85.

Certified Civil Flying Schools

24 39 29

21 19 21 24 27

30 24 46

749 1,054

843 693

N.A. 964

1,557

3,078 3,058 2,430 2,086 1,625

1,280 1,093 1,035

902

Student Pilot Certificates

Issued As of

December 31

545 9,717

20,400 18,398 16,061

11,325 12,752 11,994 14,572 17,675

21,770 15,556 29,839

110,938 93,366

93,777 36,802 51,618 77,188

173,432

192,924 117,725 49,575 44,591 45,003

30,537 37,397 43,393 42,554

91


particular adjunct of agricultu.re is assuming tremendous proportions as America strives to increase her productivity to meet domestic and international food needs.

During World War II, more than 160 civilian aviation schools were under Army Air Force contract to train flying and technical personnel. To a lesser degree, the Air Force employed this system of contracting with civilian schools during the early days of the Korean War.

The Air Force has since discontinued its use of civilian schools for other than primary flying instruction, and as a result most training schools have been faced with serious economic problems during the last eighteen months. The picture is brightening generally, however, as the significance of the civil aviation industry to the nation's economy in peacetime emerges.

In 1950, pilots were being trained for the Air Force at an annual rate of 3,000. With the advent of the Korean War, this rate was increased to 4,000 per year, then to 7,200 per year. Pilot output during 1951 through 1953 remained at approximately 7,200 per year. In 1954, however, Air Force pilot output once again began to drop. In fiscal 1956 (July 1955-July1956) pilot output is pegged at approximately 6,300 annually.

CIVIL PILOT AND OTHER RATINGS CERTIFICATES ISSUED

1953-1955

1953 1954 1955

Addi- Addi- Addi-Type of Certificate Original tional Original tiona! Original tional

Issuances Ratings Issuances Ratings Issuances Ratings

Pilot Ratings Student 37,397 - 43,393 - 42,554 -Private 13,362 836 15,523 923 15,866 1,082 Commercial 4,784 5,956 5,192 4,685 7,031 5,519 Air Transport 825 2,141 627 1,588 719 1,659 Flight Instructor - 798 - 738 - 802 Instrument - 3,019 - 1,928 - 2,781 Other 57 8 80 3 118 4

Other Ratings Mechanic 4,425 1,712 3,867 1,606 4,315 1,813 Navigator 124 - 77 - 37 -Radio Operator 2 - 2 - 2 -

Sources: 32, 35.

'l'he bedrock of U. S . air supremac:,v is its quality ; numerical superi orit~- was long- ag:o conceded to Russia and her satellites.

Qualitative a ir superi ority can only come through a dynamic progTam of r esearch and development. The air power that the militar~· will r equire to increase our deterrent capacity, which is the surest means of preserving peace in a r estive world, r equires vigorous and emphati c a ttention today. The battle of the laboratori es has the same sig-nificance a-; armed battl es had in t he past.

Resrar rh and development programs of th e aircraft industry all but vanish ed at th e end of -world ''Tar II-smothercd in a landslide of c·ancell ed con tracts and v irtually destroyed by the heavy slashes of th f' n ~ ilit ar:v budget. Even at the peak of \Vorld vVar II, aircraft indust r_,. !"(·'sea rch and developnwnt was not as extPnsive as today's vast assault on scientific f ront iers. The indust ry was able to hold together a nuclens of scientifi c and engineering teams that fo nned the basis for expansion of the r esra rch and de-velopment prog ram at the outbreak of the Korean \Yar wh en th e na tion rushed to r e-arm with modern weapons. 'l'h e U. S . today is app t·oaching the goals of air strength set by our military leaders. anrl t he emphasis has shifted to keeping· th ese force levels modem . Thi s

93


requires an accelerated research and development effort. Since 1950, the aircraft industry has produced a revolution in U. S.

air power. There has been a complete chan~re from forces built around the piston engine to forces powered by the turbojet engine, and a new potent weapon has been added to the air arsenal-the missile. The basis for this metam9rphosis in arms was research and development.

The overall char~.cteristic of research and initial development is its concern with the unknown. There is no method of determining the outcome of any segment of a research effort. It may well prove to have been unproductive. Many avenues must be explored. The process is costly, and the results of research are not apparent in actual hardware for as long as five to ten years.

Research is primarily concerned with uncovering new facts about nature, and developing principles for their practical application. RP-

MAJOR RESEARCH AND DEVELOPMENT PROGRAMS OF THE FEDERAL GOVERNMENT

1954-1957

Year

1954 1955 1956E 1957E

1954 1955 1956E 1957E

E Estimate.

(In Millions of Dollars) Department of Defense

(including Air Force, Army, and Navy) Obligations4

. Guided

Operation of Aircraft Research

Missiles Facilities

269.8 231.4 266.3 293.6 214.0 249.0 339.5 268.0 284.6 312.8 224.4 347.4

ATOMIC ENERGY COMMISSION EXPENDITURES -

Expenditures for Increase of Research and Development

Plant

145.2 110.5 125.0 150.0

I Production & Reactor Biology, Medicine, Increase in

Weapons Development &Physical R&D Plant

96.0 70.6 62.9 44.8 92.1 95.4 65.9 36.4

101.9 144.4 73.6 83.6 95.1 211.1 87.3 136.3

4 Obligations may <'X~eed expen<litures; for total DOD obligation the difference is Jess than 3%, hut may ho more in any one program,

So1,1rce: 49,

RESEARCH AND DEVELOPMENT

EXPENDITURES FOR RESEARCH AND DEVELOPMENT BY THE FEDERAL

GOVERNMENT AND SELECTED AGENCIES

(In Millions of Dollars)

- Total for

95

1 Air

all Federal Force a Army Navy AECG NACA

I Agencies -

1940-1944 Av. for 5 yt·s. 520.4 83.7 80.9 80.2 403.5b 7.6

1945-1949 Av. for 5 yrs. 1,083.9 164.9 265.5 118.2 353.4 33.5

By Fiscal Yrs. 1950 1,143.1 218.4 120.8 310.8 221.4 54.5 1951 1,342.3 297.9 159.3 363.8 242.6 61.6 1952 1,839.0 523.0 316.0 476.0 249.6 67.4 1953 2,118.8 618.4 415.0 535.7 261.8 78.6 1954 2,102.5 598.0 428.4 505.8 274.3 89.5 1955E 2,084.0 604.0 408.8 446.0 288.7 72.0 1956E 2,229.1 655.0 408.5 451.9 344.0 76.0

E Estimate. a and predecessor agencies. b 2·yenr avernge--1943 and 1944.

Source: 81.

search sets the pace for technological achievements. But research findings alone have no value without extensive development activities to prove their usefulness.

The paradox of research and development progress is that each breakthrough in a specific field, such as development of engines of more powerful thrust, in turn increases the difficulty of problems in other fields and creates new ones.

The combination of greater engine thrust, thinner wings and new configurations opened the way to astonishing jumps in performance. But the speed, in turn, generated a host of problems; such as, disintegration of aircraft skins due to high temperatures, much greater difficulty in stabilizing the aircraft in flight and preventing breakup while maneuvering at very high speeds.

The advent of missiles brought with it a new group of problems, made more difficult because there was practically no backlog of information to draw upon. Research and development has moved rapidly in this field and today there are missiles with operational units deployed


at overseas bases. The Intercontinc:>ntal Ballistic Missile (ICBM) program, one of . the most ambitious scientific and engineering projects attempted by man, is utilizing an array of talents literally ranging from "a" to "z "-aerodynamics to zoology. The elusive clues to the solutions of the ICB~. problems can only be found through continuing research.

The aircraft industry in 1953, the most recent year for which statistics are available, spent $758,000,000 on research and development, about one-fifth of the entire research and development expenditure by all U. S. industries. This expenditure is equivalent to 12 per cent of the aircraft industry's total sales dollar. The all-industry average amounted to only 2 per cent of the total sales dollar.

Expenditures for research and development by the fc:>deral goYernment in fiscal year 1956 was $2,229,100,000-almost double the amount expended in fiscal year 1950. This amount includes expenditures by Air Force, Army, Navy, Atomic Energy Commission and National Advisory Committee for Aeronautics.

The aircraft industry in 1953 employed 48,500 scientists and engineers out of a total of 553,800 working in all industries.

RESEARCH AND DEVELOPMENT COSTS AND EMPLOYMENT IN INDUSTRY IN 1953

Cost of Conducting Scientists & Engineers in Research & Development Research & Development

Industry Number of Millions

of Dollars Percent Scientists and Percent Engineers

All Industry $3,699.4 100.0 553,800 100.0

Manufacturing Industries Aircraft 758.0. 20.5 48,500 8.8 Electrical Equipment 778.3 21.0 61,000 11.0 Machinery 318.9 8.6 60,300 10.9 Chemicals 361.1 9.8 62,700 11.3 Petroleum 145.9 3.9 38,500 6.9 Scientific Instruments 171.7 4.6 18,800 3.4 Other Manufacturing

(including automobileR) 968.9 26.2 148,900 26.9

Non-Manufacturing 196.6 5.4 115,100 20.8

-Source: 72.

•

RESEARCH AND DEVELOPl\IENT 97

TYPES oF SciEXTISTs Axn ExGD1EERS CoxnucTING RESEARCH AND

DEVELOPJI£EXT IN SELECTED INDUSTRIES, 1953 Number Employed

Typ,!) of All Electri-S('ientist and Indus- Aircraft cal Equip- :\Iachinery All Other

Engineer tries ment

Total 553,800 48,500 61,000 60,300 384,000

Engineers ............ 408,800 41,100 51,100 53,400 263,200 l\Ietallurgists .......... 11,300 700 900 1,200 8,500 Chemists ............. 60,000 1,000 3,000 1,000 55,000 Physicists . ........... 7,500 1,200 2,200 400 3,700 l\Iathematicians ....... 6,400 900 700 300 4,500 Other ................ 59,800 3,600 3,100 4,000 49,100

Source: 72.

SOURCES:

1 Department of Defense, ''Aircraft and Related Procurement Appropriations- Navy and Air Force, Status of Obligations and Expenditures by Month,'' EISED-139

2 Aircraft Industries Association

3 Aircraft Industries Association,'' Aircraft Year Book" (1919-1955)

4 Aircraft Industries Association ''A viation Facts & Figures" ( 1945, 19i)3, & 19i.i5)

5 Aircraft Industries Association: Compilations from Aircraft Manufacturing Companies' Annual Financial Statements

6 Aircraft Industries Association: Compilations from Moody's Industrial Manuals

7 Aircraft Resources Control Office, "Model Designations of Military Aircraft. Revised. December 1944"

8 Department of the Air Force, Directorate of Statistical Services

9 Department of the Air Force, Office of Public Information

10 Air Industries & Transport Association of Canada, Annual Reports

12 Army Air Forces Statistical Control Division

13 U. S. Army, Office of the Chief of Engineers

15 U. S. Chamber of Commerce, "Transport Review & Outlook 1954-1955''

16 Civilian Production Administration, Industrial Statistics Division, "Wartime Manufacturing Plant Expansion, Privately Financed, 1940-1945''

17 Department of Commerce, "Air Commerce Buletin" (Volume 1, Number 5)

18 Department of Commerce, ''Survey of Current Business-National Income"

19 Department of Commerce, Bureau of the Census,'' Biennial Census of Manufactures" (1921, 1937)

20 Department of Commerce, Bureau of the Census, ''Census of the United States-Manufactures'' (1919, 1929, 1939)

21 Department of Commerce, Bureau of the Census, ''Census of Manufactures, 1947"

22 Department of Commerce, Bureau of the Census, ''Annual Survey of Manufactures" (194!1, 19ii0, 19ii1, 1952, 1953)

23 Department of Commerce, Bureau of the Census, ''Facts for Industry,'' Series M42A, (Monthly)

24 Department of Commerce, Bureau of the Census, "Facts for Industry," Series M42C, (Monthly)

25 Department of Commerce, Bureau of the Census, "Facts for Industry," Series M42D, (Quarterly)

26 Department of Commerce, Bureau of the Census, Foreign Trade Division

27 Department of Commerce, Bureau of the Census, "Foreign Trade Statistics Notes"

98

28 Department of Commerce, Bureau of the r ()nsus, " U. S. Exports of Domes! .. · & Foreign Merchandise,'' (Report FT-410)

29 Department of Commerce, Bureau of the Census, ''Historical Statistics of the United States, 1789-1945"

•

SOURCES 99

30 Department of Commerce, Bureau of the Census, ''Statistical Abstract of the United Stutes,'' (Annual)

31 Department of Commerce, Civil Aeronautics Administration, "The Airplane at Work for Business & Industry"

32 Department of Commerce, Civil Aeronautics Administration, "CAA Statistical Handbook of Civil Aviation"

33 Department of Commerce, Civil Aeronautics Administration, ''Statistical Study of U. S. Civil Aircraft," J anuary 1, 1955

34 Department of Commerce, Civil Aeronautics Administration, "U. S. Military Aircraft Acceptances, 1940-1945"

35 Department of Commerce, Civil Aeronautics Administration, Office of Aviation Information

36 Department of Commerce, Civil Aeronautics Administration, "Report No. ACA-503"

37 Department of Commerce, Civil Aeronautics Board, ''Annual Report of the Civil Aeronautics Board''

38 Department of Commerce, Civil Aeronautics Board, Statistical Section

39 Department of Commerce, Bureau of Public Roads

40 Department of Defense, "Monthly Report on the Status of Funds by Budget Category,'' EISED 290

41 Department of Defense, ''Annual Report on the Status of Funds by Budget Category," EISED 224

42 Department of Defense, ''Estimated Expenditures by Budget Category," EISED 265

43 Department of Defense, Office of Public Information

44 Department of Defense, Managerial Statistics Division, Office of International Security Affairs

45 Department of Defense, Office of Military Assistance, "Department of Defense Key 1\IDAP Statistics" (Monthly)

46 Department of Defense, "Releasable Information on U. S. Air Foree Aircraft"

47 "Disposal of Surplus Aircraft and Major Components Thereof,'' Senate Subcommittee Print No. 6, June 26, 1944

48 Dominion Bureau of Statistics, Ottawa, Ontario, Canada

49 Executive Office of the President, Bureau of the Budget, Estimates Division, "Budget of the U. S. Govern· ment'' (Annual)

50 Federal Coordinator of Transportation, ''Public Aids to Transportation," (Volume 1)

51 First National City Bank, Monthly Letter, "Business and Economic Con· ditions"

52 Foreign Operations Administration, "Monthly Operations Report"

53 Department of Health, Education and Welfare, Office of Education

54 House Subcommittee Hearings, '' Appropriations for the Department of the Air Foree" (1954)

55 H. M. Stationery Office, London, ''The Civil Aviation and Technical Review, 1938"

56 H. M. Central Office of Information, London

57 H. M. Stationery Office, London, " Ministry of Labour Gazette " (Monthly)

58 International Air Transport Association, ''Bulletin'' (Annual)

60 International Civil Aviation Organization, ''Scheduled Airline Operations Digest of Statistics, No. 36," Series T, No. 9

61 Interstate Commerce Commission, Bureau of Transport Economies and Statistics

62 Interstate Commerce Commission, "Monthly Comment on Transportation Stu tistics"

100

63 Interstate Commerce Commission, ''Some Aspects of Postwar Air & Surface Transportation,'' January HJ4:i

64 Interstate Commerce Commission, Bureau of Transport Economics and Statistics, ''Statistics of Oil Pipe Line Compan~es''

6:> Department of Justice, Immigration and Naturalization Service, Administrati,·e Di,·ision, Statistics Branch, '' Rrport of Travel between U. S. and Foreign Countries." (Monthly)

fiG Department of Labor, Bureau of Employment Security

61 Department of Lahor, Bureau of Labor Statistics, Division of Wages and Industrial Relations

GS Department of Labor, Bureau of La· l>'lr Statistics, Industrial Hazards Branch

G9 Drpartmcnt of Labor, Bureau of Labor Stntistics, ''Employment and Earnings" (~Ionthly) (Formerly ''Employment and Payrolls'')

10 Department of Labor, Bureau of Labor Statistir~s. ''Revised Series-Em]>loytncnt''

71 Departmrnt of Labor, Bureau of Lal>Or Statistics, ''Wartime Development of the Aircraft Industry,'' Bulletin #800

i'~ DPp:trtmt•llt of Labor, Burenu of La])()r Stat istit·s, '' Seit'li<'P and Eng-iIH't'ring in Atnt'rie:lll I tulustry, l!J;"i:J-1 !J.i4,'' prc•p:uPd fot· the National Srieuce Fou mlation, ] !}.1.1

1:1 llepartmt•nt of Labor, Bureau of Labor Statisti<'s, Bulletin 1148-" Scientific Hes<>nreh and Development in Amerit·an Industry," June 2G, }!).')3

7 4 I lt•pa rtmPnt of Lal>or, Burcnu of LahOI' Statistit·s, "Work Jn,jurics in the e. S." (Annual)

7ii Mu11itions Board

i'G Munitio11s Donn!, Offiee of Aircraft Programs

SOURCES

77 National Association of Motor Bus Operators

78 National Production Authority, Aircraft Division

7!l National Safety Council, ''Accident Facts,'' (Annual)

80 N a tiona! Science Foundation, Annual Reports

81 National Science Foundation, "Federal Funds for Science: II The Federal Research and Development Budget," (Annual)

82 Department of the Navy, Bureau of Aeronautics

83 Department of the Navy, Office of Information

84 Department of the Navy, Bureau of Naval Personnel, Military Personnel Statistics

85 Department of the Navy, Navy Aviation Desk, News Branch

86 North American Aviation, Inc., "Corporation Summary Commitment Report" (1!)54)

R8 Post Office Department, Bureau of Transportation, Division of Air Service

89 President's Airport Commission, ''The Airport and Its Neighbors"

!>1 Brrrh Air<·rnft Corporntion

!l~ Housp RuhrommittPe Hen rings, ''Air('l'aft l'ro<ludion Costs and Profits'' 1 !J;"'j(}

!Ja RpPrry G~Tmwope Compnny, Dh·ision of SpPITY··Rnnrl Corporation, ''Small Busint•ss Program'' for tht• six months ended llt•<·<•mhpr :n, 1 !l.i.i

!14 Trnmwript of Tfparing-s 1•PforC' the ( 'ommittt•e on A rmt•<l Spn·ieps Suh·ommittPl' for RpP<·ial Inn•stigations 11 thP :\lattt'r of Air .... aft l'rodn<·tion

( 'usts and Profits, .:\I a reh !!, ] !l:i(j

!!.I Tntt·rnatiollal C'iYil Al'iation Orgnnization, ''I h•,·pfopment of Ch·il Aviation, 1 !!4:1-.l.i,'' I le<'l'mher 1 !J;).I

INDEX

A

ACCEPTANCES (sec Individual Sub.il'ets sueh as Aircraft, Engines, etc.)

~H'C'ESSIOS' RATES (sec Labor Turno,·er)

ACCESSORIES (see Aircraft Equipment :mel Parts)

ACCIDENTS, 23, 60, 61, 64 AIR CARGO (see Cargo) Allt CARRIERS (see Airlines) AIRCRAFT (see also Airfrnmes)

Acceptances, 43 Airline, 57, 58 Appropriations, 35, 36 Backlog, 31, 79 Ch·il, 6, 7, 9, 14, 71, 72, 73, 79 Exports, 79, 84, 85 Fcdl•ral Expenditures, 33, 35, 47, 48 In tTse, 57, 58 Mutual Security Program, 81 On 1-Iaml, 4::! Production

Weight, 14 Valul', 11 Number, ;), 6, 71 Engine, 71

PI:H'C, 71 Registered, 72 Ta1•tical, (see Bombers and Fighters) Types, 7, fi7, ;)8, 75

AIRCRAFT ENGINES (see Engines) AIRCRAFT EQUIPMENT AND

PARTS, B, 16, 17, 18, 19, 22 AIRCRA~'T INDUSTRY (see also Indi

vidual Subjects), 10, 12, 13, 16, 17, 18, lU, 20, 21, 22, 23, 24, 31

.AIR ~'ORCI<J, 35, 36, 40, 42, 431 46, 47, 9;3

AIRI<'RAl\IE (see also Aircraft) Facilities, 13 l\f anufueturing Industry

Employment (see Employment) Financial, 27, 28, 30, 31 Hours (sec Hours) Labor Turnover, 19

Pl'Oduetion, 14 Weight, 14, 43

.AIHLlNES J lunwstic

Al·l·idl•nts, 60, 61 Airemft, 57, 61 Ll•ugth of 'J'rip, 6li Loatl l<'nl'tor, lili )fail, ii;) OpPmtors, li6 PasspugPr-Loml, 55, 56

AIRLINES (continued) Domestic

Passenger-Miles, 53, 55, 59, 60, 62, 66 Passenger Revenues, 63, 66 Passengers, 66 Rates, 53, 66 Route Mileage, 61 Seat Miles, 66 Seats, 61 Speed, 61

International (U. S. Flag) (see also Individual Subjects), 53, 57, 64, 65

Irregular, 53, 62, 63 Local, 53 Tenitorial, ii3 Trnnslantic Crossings, !12

AIR MAIL, !13, 55, 60 AIRMEN, Military, 40, 41 AIR NAVIGATION, liS AIRPLANES (see Aircraft) AIRPORTS, 70 AIR TRANSPORT (sec Airlines) AIRWAYS, 63 ALUMINUM, 10 APPROPRIATIONS, 35, 36 ARMY, 46, 49, 75 ASSETS

12 Airframe Manufacturers, 27, 28 ATOMIC ENERGY, 94, 95 AVIATION (see also Imliviclual Sub

jects) Appropriations, 35, 36 Expenditures, 33, 3ii, 36

AVIATION CADETS, 40

B

BACKLOG, 31, 79 BALANCE SHEETS, 27 nmmERS, 7, 41 BUDGET (sec Appropriations and Ex

JlCJHliturcs) BUREAU OF AERONAUTICS (sec

Nnml A\·iation) BPS, ii6, 60, 63 RlTSINESS Jt'L YING, 70

CANADA, 86 CAPITAL

c

Airfrmuc Manufnl'turcrs, 26, 27, 28 CARGO, 53, 54, 55 CARRIERS, (sl'c Airlinl's nml Railronds)

101

102 AVIATION FACTS AND FIGURES, 19:16

CASH, 27, 28 CERTIFICATES, 69, 91, 92 CIVIL (see Individual Subjects such as

Airlines, Aircraft, etc.) CIVIL AIRWAYS, 68 CIVIL FLYING SCHOOLS, 91 CONSTRUCTION (see Facilities) COPPER, 10 COST (see Value,' Expend.itures)

D

DEFICIT (see Loss) DELIVERIES (sec Individual subjects

such as Aircraft, Engines) DEVELOPMENT (s<'e Resl.'arch and

Dcvelopml.'nt)

E

EARNINGS (see also Profits) Aircraft Workers, Hi, 18, 21 Aircraft Equipment \V orkers, 16, 18 Airframe Workers, 16, 18 Engine Workers, 16, 18 Hourly, 16 Produ(•tion Worl<ers, 16, 18, 21 PropellPr Workers, 16, 18 SalariPs, 21 Wl.'eldy, 18, 21

EMPLOYMENT, 17, 20, 22, 23 ENGINE Il\'DL'STRY, 9, 12, 13, 16, 17,

18, 19, 22 Exports, 8ii FatilitiPs, 13 Production, 12

EQUIPMENT (see Aircraft Equipment Facilities)

EXPENI>ITl'RES (see Value, Financing) Aircraft and Related Equipment, 33, 3ii Air ForcC' 3ii Feclrral, 33, 94, 9ii GuidC'cl MissilPs, 47, 48 Militarv SNvieC's, 33, fl4, !);)

N a nll Aviation, 3:1 Researth nnrl DC',·elopment, 9i'i, 96

EXPORTR, (spe also Mutual RC'cnrity Progrnm), 79, 71, 82, 1<4, 8;), 86, 87

EXPRERR (s<'(' Cm·go), i'i4

F

FACILITIES, 13 I<'ARI<~S (seP Rntes) FATALITIER (sPP nlso AeridPnts), 60,

rn. 64 FJGHTERR, 7, 41

FINANCING (see nlso Capitnl) FLOOR SPACE, 13 FOREIGN' A VIA TIOX (sec Jndh-idunl

Countries) FREIGHT (see Cnrgo), :14 FREIGHT RATES (sec Rntes)

G

GEOGRAPHICAL DISTRIBUTION (see Loention)

GLIDER PILOTS, 6!l GOVERNMENT (sec lndh·idunl Sub

,ieets such ns Appropriations, Air Foree, etc.)

GPIDED :WISSTLES, 44ff

H

HELICOPTERS, 74ff HIGHWAYS, :i!l, 63 HOURS, 1fl, 70

INCOME (see Profits, Sales), 28, 30, 31 IN.JURIES (sec AcridPnts) INSTRUCTIONAL FLYING, 70 INSTRUMENT LANDING SYSTEMS,

68 'INSTRUMENTS (seP nlso Aircraft

Equipnwnt nnrl Parts) INVENTORIES, 27, 28

J

.JET ENGINES (sPc Enginrs)

.JETS (src Aircrnft)

L

LABOR TURNOVER, Hl LANDING AIDS, 68 LANDI:t\G FIELDS, (ser Airports) LTABILITTER, 27 LOAD FACTOR (srr PassC'ngrrs) LOC'A TION, 2-1 LOSSES (spr also Profits), 31

M

MACHINERY (sPC' Fncilitirs) ?\fAIL (spc Airmnil) M.l 'ERTALS, 10 :\f Et 'HANH'R, !l2 MILES FLOWN (sPr Tndidclunl Ruh

jp(·ts SU(·h liS PasspngPr Milrs) }fl'TFAL RE<TRTTY PROORAM, 81

INDEX 103

N

NATIONAl" ADVISORY COMMITTEE FOR AER0NAUTICS, 95

N A YAL AVIATION, 35, 36, 41, 42, 43 NAYY, (sec Naval Aviation) NET WORTH, 26, 27

p

PARTS (sec Aircraft Parts and Equipment)

PASSENGER FATALITIES (see Accidents)

PASSENGER MILES, 53, 55, 56, 59, 60, H2, Hii, ()6

PASSENGER RATE (see Rates) PASSENGER REVENUE (sec Rates),

;')3, ()3, 65, 66 PASSENGERS, 52, 65, 66 PAY ABLES, 27 PERSONAL AIRCRAFT (see Utility

Aircraft) PERSONNEL (see Employment), 40, 41,

97 PILOTS, 41, 6!!, 92 PIPELINES, 54, 62 PLANES (sec Aircraft) PLANTS (see Facilities) PLEASURE FLYING, 70 PROCUREMENT (see Appropriations,

Expenditures, Sales, Value) PRODUCTION (see Individual Sub

jects) PRODUCTION WORKERS (see Em

ployment) PROFITS (sec also Losses), 28, 30, 31 PROPELLERS, 13, 16, 17, 18, 19,, 2?

R

RADIO RANGE STA'l'IONS, 68 RAILROADS, ii4, 55, 56, 59, 60, 62, 63 RATES, ii3, 60 RATINGS, Civil Pilot and Other, 69, 92 RECEIVABLES, 26, 27, 28 RESEARCH AND DEVELOPMENT,

!l3ff REVENUE (sec Passenger Revenue,

Hates) ROADS (see Highways)

5

SAJ<,ETY (see Accidents) SALARIES (see Earnings)

SALES, 9, 11, 26, 28, 30, 31, 79 SCHEDULED AIRLINES (see Air lines

and Indh·idual Subjects) SEA (see Water Transport) SEPARATIONS (see Labor Turnover) SHIPMENTS (see Production) S:\IALL BUSINESS, 13 SPARE PARTS (see Aircraft Parts and

Equipment) SPEED, 61, 64 STEEL, 10 STRIKES (see Work Stoppages) STRUCTURES (see Facilities) STUDENT PILOTS, 69, 91 SURPLUS (see Profits)

T

TAXES, 30, 31 TRAFFIC (see Airlines) TRAINERS, 7, 42 TRANSATLANTIC, 52 TRANSPORTATION, 50ff

Leading Transport Companies, 56 TRANSPORTS, 7, 42 TRAVEL (see Transportation) TURNOVER (see Labor Turnover)

u UNITED KINGDOM, 82, 87 USAF (see Air Force) U. S. NAVY (see Naval Aviation) UTILITY AIRCRAFT, 67ff

v VALUE (see Imlividual subjects such as

Facilities, Production) VALUE ADDED BY MANUFACTURE,

11

w WAGE EARNERS (see Employment) WAGES (see Earnings) WATER TRANSPORT, 52, 54, 59, 62 Wl~IGHT (sec Airframe Weight) WOMEN, 23 WORK INJURIES, 23 WORKERS (see Employment) WORK STOPPAGES, 24

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